Research on Combination of Swing Wing with Canard and Tail Used in Fighter Aircraft
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Flying Wing Concept for Medium Size Airplane
ICAS 2002 CONGRESS FLYING WING CONCEPT FOR MEDIUM SIZE AIRPLANE Tjoetjoek Eko Pambagjo*, Kazuhiro Nakahashi†, Kisa Matsushima‡ Department of Aeronautics and Space Engineering Tohoku University, Japan Keywords: blended-wing-body, inverse design Abstract The flying wing is regarded as an alternate This paper describes a study on an alternate configuration to reduce drag and structural configuration for medium size airplane. weight. Since flying wing possesses no fuselage Blended-Wing-Body concept, which basically is it may have smaller wetted area than the a flying wing configuration, is applied to conventional airplane. In the conventional airplane for up to 224 passengers. airplane the primary function of the wing is to An aerodynamic design tools system is produce the lift force. In the flying wing proposed to realize such configuration. The configuration the wing has to carry the payload design tools comprise of Takanashi’s inverse and provides the necessary stability and control method, constrained target pressure as well as produce the lift. The fuselage has to specification method and RAPID method. The create lift without much penalty on the drag. At study shows that the combination of those three the same time the fuselage has to keep the cabin design methods works well. size comfortable for passengers. In the past years several flying wings have been designed and flown successfully. The 1 Introduction Horten, Northrop bombers and AVRO are The trend of airplane concept changes among of those examples. However the from time to time. Speed, size and range are application of the flying wing concepts were so among of the design parameters. -
CANARD.WING LIFT INTERFERENCE RELATED to MANEUVERING AIRCRAFT at SUBSONIC SPEEDS by Blair B
https://ntrs.nasa.gov/search.jsp?R=19740003706 2020-03-23T12:22:11+00:00Z NASA TECHNICAL NASA TM X-2897 MEMORANDUM CO CN| I X CANARD.WING LIFT INTERFERENCE RELATED TO MANEUVERING AIRCRAFT AT SUBSONIC SPEEDS by Blair B. Gloss and Linwood W. McKmney Langley Research Center Hampton, Va. 23665 NATIONAL AERONAUTICS AND SPACE ADMINISTRATION • WASHINGTON, D. C. • DECEMBER 1973 1.. Report No. 2. Government Accession No. 3. Recipient's Catalog No. NASA TM X-2897 4. Title and Subtitle 5. Report Date CANARD-WING LIFT INTERFERENCE RELATED TO December 1973 MANEUVERING AIRCRAFT AT SUBSONIC SPEEDS 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. L-9096 Blair B. Gloss and Linwood W. McKinney 10. Work Unit No. 9. Performing Organization Name and Address • 760-67-01-01 NASA Langley Research Center 11. Contract or Grant No. Hampton, Va. 23665 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address Technical Memorandum National Aeronautics and Space Administration 14. Sponsoring Agency Code Washington , D . C . 20546 15. Supplementary Notes 16. Abstract An investigation was conducted at Mach numbers of 0.7 and 0.9 to determine the lift interference effect of canard location on wing planforms typical of maneuvering fighter con- figurations. The canard had an exposed area of 16.0 percent of the wing reference area and was located in the plane of the wing or in a position 18.5 percent of the wing mean geometric chord above the wing plane. In addition, the canard could be located at two longitudinal stations. -
Evolving the Oblique Wing
NASA AERONAUTICS BOOK SERIES A I 3 A 1 A 0 2 H D IS R T A O W RY T A Bruce I. Larrimer MANUSCRIP . Bruce I. Larrimer Library of Congress Cataloging-in-Publication Data Larrimer, Bruce I. Thinking obliquely : Robert T. Jones, the Oblique Wing, NASA's AD-1 Demonstrator, and its legacy / Bruce I. Larrimer. pages cm Includes bibliographical references. 1. Oblique wing airplanes--Research--United States--History--20th century. 2. Research aircraft--United States--History--20th century. 3. United States. National Aeronautics and Space Administration-- History--20th century. 4. Jones, Robert T. (Robert Thomas), 1910- 1999. I. Title. TL673.O23L37 2013 629.134'32--dc23 2013004084 Copyright © 2013 by the National Aeronautics and Space Administration. The opinions expressed in this volume are those of the authors and do not necessarily reflect the official positions of the United States Government or of the National Aeronautics and Space Administration. This publication is available as a free download at http://www.nasa.gov/ebooks. Introduction v Chapter 1: American Genius: R.T. Jones’s Path to the Oblique Wing .......... ....1 Chapter 2: Evolving the Oblique Wing ............................................................ 41 Chapter 3: Design and Fabrication of the AD-1 Research Aircraft ................75 Chapter 4: Flight Testing and Evaluation of the AD-1 ................................... 101 Chapter 5: Beyond the AD-1: The F-8 Oblique Wing Research Aircraft ....... 143 Chapter 6: Subsequent Oblique-Wing Plans and Proposals ....................... 183 Appendices Appendix 1: Physical Characteristics of the Ames-Dryden AD-1 OWRA 215 Appendix 2: Detailed Description of the Ames-Dryden AD-1 OWRA 217 Appendix 3: Flight Log Summary for the Ames-Dryden AD-1 OWRA 221 Acknowledgments 230 Selected Bibliography 231 About the Author 247 Index 249 iii This time-lapse photograph shows three of the various sweep positions that the AD-1's unique oblique wing could assume. -
Aircraft Design Final Design Review
Group 7 AIRCRAFT DESIGN FINAL DESIGN REVIEW March 20, 2013 Sagun Bajracharya Roger Francis Tim Tianhang Teng Guang Wei Yu Abstract This document summarizes the work that group 7 has done insofar regarding the design of a radio-controlled plane with respect to the requirements that were put forward by the course (AER406, 2013). This report follows the same format as the presentation where we inform the reader where the current design is, how the group progressed towards that design and how we started. This report also summarizes a number of the important parameters required for a conceptual design like the cargo type & amount,Wing aspect ratio, Optimum Airfoil lift(CL), Thrust to weight ratio & Takeoff distance. In addition, this report presents the plane's wing and tail design, stability analysis and a mass breakdown. The report finally ends with pictures of the current design. 2 Contents 1 Design Overview6 2 Required Parameters6 3 Trade Studies6 3.1 Wing Design....................................... 7 3.2 Wing Configuration................................... 8 3.3 Fuselage Design..................................... 8 3.4 Tail Design ....................................... 9 3.5 Overall Selection .................................... 10 3.6 Parameters from Reference Designs.......................... 11 4 Flight Score Optimization 11 4.1 Cargo Selection..................................... 11 4.2 Propeller Selection ................................... 12 4.3 Flight Parameter Selection............................... 13 5 Wing Design 16 5.1 -
Actuator Saturation Analysis of a Fly-By-Wire Control System for a Delta-Canard Aircraft
DEGREE PROJECT IN VEHICLE ENGINEERING, SECOND CYCLE, 30 CREDITS STOCKHOLM, SWEDEN 2020 Actuator Saturation Analysis of a Fly-By-Wire Control System for a Delta-Canard Aircraft ERIK LJUDÉN KTH ROYAL INSTITUTE OF TECHNOLOGY SCHOOL OF ENGINEERING SCIENCES Author Erik Ljudén <[email protected]> School of Engineering Sciences KTH Royal Institute of Technology Place Linköping, Sweden Saab Examiner Ulf Ringertz Stockholm KTH Royal Institute of Technology Supervisor Peter Jason Linköping Saab Abstract Actuator saturation is a well studied subject regarding control theory. However, little research exist regarding aircraft behavior during actuator saturation. This paper aims to identify flight mechanical parameters that can be useful when analyzing actuator saturation. The studied aircraft is an unstable delta-canard aircraft. By varying the aircraft’s center-of- gravity and applying a square wave input in pitch, saturated actuators have been found and investigated closer using moment coefficients as well as other flight mechanical parameters. The studied flight mechanical parameters has proven to be highly relevant when analyzing actuator saturation, and a simple connection between saturated actuators and moment coefficients has been found. One can for example look for sudden changes in the moment coefficients during saturated actuators in order to find potentially dangerous flight cases. In addition, the studied parameters can be used for robustness analysis, but needs to be further investigated. Lastly, the studied pitch square wave input shows no risk of aircraft departure with saturated elevons during flight, provided non-saturated canards, and that the free-stream velocity is high enough to be flyable. i Sammanfattning Styrdonsmättning är ett välstuderat ämne inom kontrollteorin. -
Introduction to Aircraft Stability and Control Course Notes for M&AE 5070
Introduction to Aircraft Stability and Control Course Notes for M&AE 5070 David A. Caughey Sibley School of Mechanical & Aerospace Engineering Cornell University Ithaca, New York 14853-7501 2011 2 Contents 1 Introduction to Flight Dynamics 1 1.1 Introduction....................................... 1 1.2 Nomenclature........................................ 3 1.2.1 Implications of Vehicle Symmetry . 4 1.2.2 AerodynamicControls .............................. 5 1.2.3 Force and Moment Coefficients . 5 1.2.4 Atmospheric Properties . 6 2 Aerodynamic Background 11 2.1 Introduction....................................... 11 2.2 Lifting surface geometry and nomenclature . 12 2.2.1 Geometric properties of trapezoidal wings . 13 2.3 Aerodynamic properties of airfoils . ..... 14 2.4 Aerodynamic properties of finite wings . 17 2.5 Fuselage contribution to pitch stiffness . 19 2.6 Wing-tail interference . 20 2.7 ControlSurfaces ..................................... 20 3 Static Longitudinal Stability and Control 25 3.1 ControlFixedStability.............................. ..... 25 v vi CONTENTS 3.2 Static Longitudinal Control . 28 3.2.1 Longitudinal Maneuvers – the Pull-up . 29 3.3 Control Surface Hinge Moments . 33 3.3.1 Control Surface Hinge Moments . 33 3.3.2 Control free Neutral Point . 35 3.3.3 TrimTabs...................................... 36 3.3.4 ControlForceforTrim. 37 3.3.5 Control-force for Maneuver . 39 3.4 Forward and Aft Limits of C.G. Position . ......... 41 4 Dynamical Equations for Flight Vehicles 45 4.1 BasicEquationsofMotion. ..... 45 4.1.1 ForceEquations .................................. 46 4.1.2 MomentEquations................................. 49 4.2 Linearized Equations of Motion . 50 4.3 Representation of Aerodynamic Forces and Moments . 52 4.3.1 Longitudinal Stability Derivatives . 54 4.3.2 Lateral/Directional Stability Derivatives . -
SM11188 Standard Modification Page : 1 of 6 Issue 1 Compiled : S Brown Approved : F Donaldson
Mod No. SM11188 Standard Modification Page : 1 of 6 Issue 1 Compiled : S Brown Approved : F Donaldson TITLE : Main Wing Trailing Edge Flow Straighteners AIRCRAFT TYPE : Vari-Eze Mod Type: Retro-fit 1. Introduction The Rutan Aircraft Factory approved the (later to be mandatory) installation of leading edge vortilons on all Vari-Ezes in the October 1984 edition of the Canard Pusher ( CP 42 pages 5/6) to improve the swept main wing stall margins, increase visibility over the nose on final approach and enable reduced approach speeds without the risk of low speed wing rock or deep stall. The vortilons generate vortices over the main wing at high angles of attack that reduce lift-losing span-wise flow. There is negligible speed or drag penalty Flow straighteners positioned on the trailing edge of the swept main wing further reduce span wise flow at high angles of attack. It has been demonstrated that the addition of trailing edge flow straighteners enable the wing to produce more lift at a given angle of attack enabling lower approach speeds with no loss of view over the nose. The result is a reduced sink rate for a given airspeed and an increased margin between main wing and canard stall speeds. 2. Parts List Qty Part No. Description Source 2 SM11188-1 Outboard Fence Manufacture 2 SM11188-2 Middle Fence Manufacture 2 SM11188-3 Inboard Fence Manufacture White RTV Silicone Hardware store Flocked Cotton / BID / Aircraft Spruce Epoxy Resin List of related drawings / photos Drawing No. Title / Description Issue SM11188-D1 Drawing of Flow Straighteners dimensions SM11188-D2 Drawing of installation on main wing and fitting detail SM11188-D3 Photograph of Gary Hertzler’s fences installation on N99VE 3. -
Performance Enhancement by Wing Sweep for High-Speed Dynamic Soaring
aerospace Article Performance Enhancement by Wing Sweep for High-Speed Dynamic Soaring Gottfried Sachs *, Benedikt Grüter and Haichao Hong Department of Aerospace and Geodesy, Institute of Flight System Dynamics, Technical University of Munich, Boltzmannstraße 15, 85748 Munich, Germany; [email protected] (B.G.); [email protected] (H.H.) * Correspondence: [email protected] Abstract: Dynamic soaring is a flight mode that uniquely enables high speeds without an engine. This is possible in a horizontal shear wind that comprises a thin layer and a large wind speed. It is shown that the speeds reachable by modern gliders approach the upper subsonic Mach number region where compressibility effects become significant, with the result that the compressibility-related drag rise yields a limitation for the achievable maximum speed. To overcome this limitation, wing sweep is considered an appropriate means. The effect of wing sweep on the relevant aerodynamic characteristics for glider type wings is addressed. A 3-degrees-of-freedom dynamics model and an energy-based model of the vehicle are developed in order to solve the maximum-speed problem with regard to the effect of the compressibility-related drag rise. Analytic solutions are derived so that generally valid results are achieved concerning the effects of wing sweep on the speed performance. Thus, it is shown that the maximum speed achievable with swept wing configurations can be increased. The improvement is small for sweep angles up to around 15 deg and shows a progressive increase thereafter. As a result, wing sweep has potential for enhancing the maximum- speed performance in high-speed dynamic soaring. -
Aero Dynamic Analysis of Multi Winglets in Light Weight Aircraft
SSRG International Journal of Mechanical Engineering (SSRG-IJME) – Special Issue ICRTETM March 2019 Aero Dynamic Analysis of Multi Winglets in Light Weight Aircraft J. Mathan#1,L.Ashwin#2, P.Bharath#3,P.Dharani Shankar#4,P.V.Jackson#5 #1Assistant Professor & Mechanical Engineering & KSRIET #2,3,4,5Final Year Student & Mechanical Engineering & KSRIET Tiruchengode,Namakkal(DT),Tamilnadu Abstract An analysis of multi-winglets as a device for of these devices such as winglets [2], tip-sails [3, 4, 5] reducing induced drag in low speed aircraft is and multi-winglets [6] take energy from the spiraling carried out, based on experimental investigations of a air flow in this region to create additional traction. wing-body half model at Re = 4•105. Winglet is a lift This makes possible to achieve expressive gains on augmenting device which is attached at the wing tip efficiency. Whitcomb [2], for example, shows that of an aircraft. A Winglets are used to improve the winglets could increase wing efficiency in 9% and aerodynamic efficiency of an aircraft by lowering the decrease the induced dragin20%. Some devices also formation of an Induced Drag which is caused by the break up the vortices into several parts, each one with wingtip vortices. Numerical studies have been carried less intensity. This facilitates their dispersion, an out to investigate the best aerodynamic performance important factor to decrease the time interval between of a subsonic aircraft wing at various cant angles of takeoff and landings at large airports [7]. A winglets. A baseline and six other different multi comparison of the wingtip devices [1] shows that winglets configurations were tested. -
A Irb Reathing Hypersonic Vi Sion
1999-01-5515 Ai r b r eathing Hypersonic Vis i o n - O p e r a t i o n a l - V ehicles Design Matrix James L. Hunt Robert J. Pegg Dennis H. Petley NASA Langley Research Center, Hampton, VA ABSTRACT ASCA) is presented in figure 1 along with the airbreath- ing corridor in which these vehicles operate. It includes This paper presents the status of the airbreathing hyper- endothermically-fueled theater defense and transport sonic airplane and space-access vision-operational-vehi- aircraft below Mach 8; above Mach 8, the focus is on cle design matrix, with emphasis on horizontal takeoff dual-fuel and/or hydrogen-fueled airplanes for long and landing systems being studied at Langley; it reflects range cruise, first or second stage launch platforms the synergies and issues, and indicates the thrust of the and/or single-stage-to-orbit (SSTO) vehicles. effort to resolve the design matrix including Mach 5 to The space-access portion of the matrix has been 10 airplanes with global-reach potential, pop-up and expanded and now includes pop-up and launch from dual-role transatmospheric vehicles and airbreathing hypersonic cruise platforms as well as vertical-takeoff, launch systems. The convergence of several critical horizontal-landing (VTHL) launch vehicles. Also, systems/technologies across the vehicle matrix is indi- activities at the NASA centers are becoming integrated; cated. This is particularly true for the low speed propul- LaRC, GRC and MSFC are now participating in an sion system for large unassisted horizontal takeoff vehi- advanced launch vehicle study of airbreathing systems cles which favor turbines and/or perhaps pulse detona- for single-stage-to-orbit. -
Conceptual Design of a Strut-Braced Wing Configuration
22 June2017 Aviation on Sustainable UTIAS NationalColloquium Bombardier Aerospace Engineering,Product Development Advanced Design Specialist Engineering Graham Potter Configuration Strut-Braceda Wing Conceptual Design of PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Environmentally Focused Aircraft Study Environmentally Focused 2 § § § Aircraft requirements: Technology assumption: Environmentally Focused Aircraft (EFA) study objective: § § § EIS Based on existing Bombardier products Consistent with EIS 2030-2035 by evaluating alternative long-rangeSignificantly business jet reduce and environmental commercial impact aircraft configurations (emissions, local air quality and community noise) Entry-Into-Service Business Jet Commercial Aircraft PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. The History of the Strut-Braced Wing 3 Hurel-Dubois HD.31 Hurel-Dubois Shorts 360 Hurel-Dubois HD.31 Cessna Caravan PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. Recent Research Efforts Research Recent 4 Boeing/NASA Boeing/NASA Virginia Tech Virginia ONERA PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. WhyStrut-Braced a Configuration? 5 § § § § configuration equivalent conventional burn savings compared to Other studies suggest 5-10% fuel induced drag ratios with large reductionsin to Allows optimization higher aspect given aspect ratio allows reducedwingweightata Strut-braced configuration wing and drag compromiseweight between wing Optimum aspect ratio wing is a Wing Weight Aspect Ratio PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. WhyStrut-Braced a Configuration? 6 § Start witha geometryconventional wing PRIVATE AND CONFIDENTIAL © Bombardier Inc. or its subsidiaries. All rights reserved. WhyStrut-Braced a Configuration? 7 § § Add astrut Start witha geometryconventional wing WING WEIGHT FUEL BURN PROFILE DRAG PRIVATE AND CONFIDENTIAL © Bombardier Inc. -
Choosing an Alternative Air Combat Platform to Replace the F-35
CHOOSING AN ALTERNATIVE AIR COMBAT PLATFORM TO REPLACE THE F-35 Dear Chairman and Committee Members, Other submissions at the time of writing (submissions 1-7) have extensively covered the problems with the F-35, pointing out its deficiencies as a suitable air combat platform for Australia – where the writers made reference to expert analysis of the aircraft’s real world capability. They also addressed the cover-up of such facts in their communications. Rather than repeat these points this submission will make the case for a necessary replacement aircraft. Simply put, Australia requires an Air Superiority Fighter in order to maintain air dominance in the region, especially considering the introduction of advanced aircraft such as the SU-35 (Indonesia), T- 50 PAK FA (India), plus the J-20 and the J-31 (China). Equipped with advanced airborne radar systems, and Infra Red search devices, adversary aircraft, armed with longer ranged missiles than currently fielded on western aircraft (until the Meteor missile becomes available), will be able to shoot down the F-35 at ranges beyond its ability to shoot down the said adversaries (even if the F-35 can detect these opposition aircraft first). Adversary aircraft will also be able to survive a ‘first look’ missile attack launched by the F-35 (if equipped with the Meteor) using their onboard jammers, decoys, plus using their high speed and manoeuvre capabilities. The less manoeuvrable F-35 , once engaged in combat, will not be able to escape these faster and longer ranged aircraft. Obviously this situation is completely unacceptable. The simple fact of the matter is that, as an air combat platform, the F-35 should be defined as a tactical bomber with limited air defence capability.