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CEAS 2015: Book of Abstracts (25-08-2015) CEAS 2015: Book of Abstracts (25-08-2015) 5th CEAS Air & Space Conference 7-11 Sept 2015 Delft University of Technology (The Netherlands) Book of Abstracts 1 CEAS 2015: Book of Abstracts (25-08-2015) # Paper title Author Co-author(s) Abstract 1 Methodology for the Validation of Loads in Rational Turning Analysis Chorro Martínez, José Manuel (Airbus Defence and Space) Parra Adan, S., Martínez Pérez, A.D., Gómez Viñas, J.E., Juan Antonio, J.A. (Airbus Group), Tito Carrillo, J. (Sertec) A methodology for the validation of the turning loads is needed when the aircraft has a non- conventional landing gear configuration. This is the case for the A400M aircraft in which the main landing gear (LH and RH) consists of three independent articulated-type struts positioned along the aircraft longitudinal axis. As the legs are positioned along the aircraft in the longitudinal axis, during the turning manoeuvres the lateral loads reacted by the main landing gears are distributed between each of the three legs. The complexity of the landing gear is increased as all the struts have a twin wheel arrangement, fitted to the main fitting by a trailing arm assembly. Aircraft regulation for turning load calculation is not entering in how the tyres mechanics affects the lateral load sharing in a multi-leg landing gear. In fact, the paragraph CS25.495 is sharing the lateral loads between the legs proportional to the vertical load of the leg. For the calculation of this vertical load, it is considered the aircraft in a static condition with the shock absorbers and tyres in their static position. This approach is far away from the physics of the manoeuvre. First, no effect of the steering angle is impacting the load sharing as occurs in the reality. In a real situation, the steering angle is affecting the side slip angle of the tyres contributing directly to the lateral load sharing. Second, the vertical load is depending on the lateral load factor applied to the centre of gravity of the aircraft when this one is manoeuvring on ground. Knowing that there is a huge difference between what is required by the rule and what is the real physics of the turning manoeuvre, it was decided to build rational models that approach real dynamic of the aircraft complying with the load factors required by the rules. This way it will be minimised the risks of load exceedance during the real operation of the aircraft. The impact of this decision was affecting the validation of models as more parameters enter in the simulations. Due to that, it was necessary to develop tests to obtain the lateral load versus side slip curves associated to the tyres. Moreover, it was performed flight tests with a fully instrumented aircraft to obtain the validation of the loads over the landing gears during real aircraft turning manoeuvres. The flight tests were performed with different aircraft configuration in order to capture the effects of different aircraft parameters: aircraft weight, centre of gravity position, steering angle, aircraft longitudinal speed, braking and thrust. For high speed turnings it was required to reach different levels of lateral load at the centre of the gravity till the maximum possible. 3 Ground Test Vibrations as non-conservative mean of compliance for vibration airworthiness requirements of A/C mechanical systems design Palomares, Angel (Airbus Defence and Space) - Vibrations requirements for A/C mechanical systems design are limited to series of standard environmental test conditions and procedures, which may be used to support compliance, as RTCA-DO160 or MIL-STD. Nevertheless, these procedures could be non- conservative in systems embedded in high airflow due to the fluid-structure coupling. This paper describes an example of real engineering equipment as the APU flap door where the previously described situation takes place. 5 Wind tunnel high speed powered tests of the ERICA tilt rotor model in S1MA - NICETRIP Project Lebrun, Frederic (ONERA) - Within the framework of European research programs, the NICETRIP (Novel Innovative Competitive Effective Tilt Rotor Integrated Project) project aims at building a flying demonstrator of a European civil tilt rotor aircraft. Previous projects like DART, TRISYD, TILTAERO, ADYN and ACT-TILT, studied various aspects of the tilt rotor concept and resulted in the definition of the ERICA (Enhanced Rotorcraft Innovative Concept Achievement) concept. Wind tunnel testing was therefore requested to prove the liability of the ERICA concept with respect to low speed interaction and high speed performances, in order to freeze the general architecture, flight control system and flight control laws and determine the operational performance. The wind tunnel tests have been performed on a 1:5 scaled powered model and covered a wide range of flight envelope points, from low speed helicopter mode to high speed aircraft mode. Two test campaigns have been performed: one low speed test campaign in June and July 2013 in DNW-LLF wind tunnel facility (Netherlands) and one high speed test campaign in May 2014 in ONERA-S1MA wind tunnel facility (France). The present paper aims at presenting the wind tunnel tests performed in the large transonic wind tunnel S1MA on the ERICA tilt rotor concept in conversion and aircraft conditions, with variations of several parameters. In order to assess the performance of the ERICA tilt rotor concept in high speed flight conditions, the full set of data is analysed by aerodynamicists from ONERA and European helicopter industries. The main objectives of the high speed tests were the determination of the aerodynamic interactions and the rotor performance between Mach 0.176 (minimum speed in aircraft configuration) and Mach 0.550 (maximum speed in aircraft configuration). More than 140 data points have been recorded during this test campaign. The model was heavily instrumented and largely remotely 2 CEAS 2015: Book of Abstracts (25-08-2015) controlled, allowing to perform several data points without any mechanical change of model configuration. Trimming points have been performed and variations of collective pitch and movable surfaces like flaps, flaperons, rudder and elevator have been tested. Incidence and sideslip sweeps have also been performed for “blade on” and “blade off” configurations. 7 Thermally Induced Vibration Analysis of Flexible Solar Wing Kong, Xianghong (Nanjing University of Aeronautics and Astronautics) Yang, J. (RMIT University), Wang, Z. J. (NUAA) Flexible solar wings of large scale have been used to provide electricity for spacecrafts. When the solar wings running on orbits with spacecrafts, they suffer from periodic thermal loads. And the thermal loads will cause thermal deformations of the solar wings, even thermal vibrations. Finite element method and equivalent displacement method were utilized to investigate the thermally induced vibration of flexible solar wing. Some Python programs were written to implement pre- and post-processing for finite element analysis. The thermally induced vibration analysis method was verified by composite laminate, and it is proved that the method is accurate. Dynamic responses of a flexible solar wing under thermal loads were analysed, and the effect of the thermal loads on the flexible solar wing were illustrated by the displacement responses of some points of the flexible solar wing. The rigid-flexible coupling phenomenon of flexible solar wing was found by the displacement responses. The thermally induced vibration analysis with finite element method was accurate and efficient. 8 An automated CFD analysis workflow in overall aircraft design applications GU, Xiangyu (German Aerospace Center DLR) Ciampa, P.D., Nagel, B. (German Aerospace Center DLR) Introduction The increasing demand for commercial aviation, the rising fuel price, as well as the growing environment concerns have become the key drivers in improving aircraft fuel efficiency. Unconventional configurations, such as the Blended Wing Body [1] (BWB) and the strut-braced wing [2], are promising candidates to significantly improve the fuel efficiency. However, unlike for conventional aircraft designs, novel configurations suffer the lack of empirical knowledge. Hence, due to the high development costs and the economic risks associated with unconventional configurations, from the beginning of the design phase it is necessary to correctly predict the configuration’s behaviour, in order to guarantee the promised performance. Most of the current large commercial aircraft operate in the transonic flight regime at the cruise phase, and accurate wave drag estimation is essential for the design trade-off. Further, unconventionally configurations are highly multidisciplinary, and MDAO (Multidisciplinary Analysis and Optimization) techniques become necessary to capture the interdisciplinary dependencies. Hence, physics based analysis and design automation constitutes the challenges for the early assessment of the unconventional designs. The computational improvements, as well as the evolution in CFD algorithm over the past decades, allow engineers to make use of CFD based techniques, such as Euler based simulations, to accurately predict the flow field behavior, even at the critical transonic conditions, and within acceptable analysis time. However, compared with low fidelity simulation methods, CFD analysis requires that the aircraft is described in much greater detail. For instance the configuration model for the CFD requires an accurate, water-tight, representation of the wetted surface,
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