Vortex Dynamics Analysis of Straight-Body- Type-Fuselage
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
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. -
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. -
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. -
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. -
Design of Canard Aircraft
APPENDIX C2: Design of Canard Aircraft This appendix is a part of the book General Aviation Aircraft Design: Applied Methods and Procedures by Snorri Gudmundsson, published by Elsevier, Inc. The book is available through various bookstores and online retailers, such as www.elsevier.com, www.amazon.com, and many others. The purpose of the appendices denoted by C1 through C5 is to provide additional information on the design of selected aircraft configurations, beyond what is possible in the main part of Chapter 4, Aircraft Conceptual Layout. Some of the information is intended for the novice engineer, but other is advanced and well beyond what is possible to present in undergraduate design classes. This way, the appendices can serve as a refresher material for the experienced aircraft designer, while introducing new material to the student. Additionally, many helpful design philosophies are presented in the text. Since this appendix is offered online rather than in the actual book, it is possible to revise it regularly and both add to the information and new types of aircraft. The following appendices are offered: C1 – Design of Conventional Aircraft C2 – Design of Canard Aircraft (this appendix) C3 – Design of Seaplanes C4 – Design of Sailplanes C5 – Design of Unusual Configurations Figure C2-1: A single engine, four-seat Velocity 173 SE just before touch-down. (Photo by Phil Rademacher) GUDMUNDSSON – GENERAL AVIATION AIRCRAFT DESIGN APPENDIX C2 – DESIGN OF CANARD AIRCRAFT 1 ©2013 Elsevier, Inc. This material may not be copied or distributed without permission from the Publisher. C2.1 Design of Canard Configurations It has already been stated that preference explains why some aircraft designers (and manufacturers) choose to develop a particular configuration. -
File:Thinking Obliquely.Pdf
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. -
In-Flight Wingtip Folding: Inspiration from the XB-70 Valkyrie Gaétan X
International Journal of Aviation, Aeronautics, and Masthead Logo Aerospace Volume 6 | Issue 3 Article 7 2019 In-flight Wingtip Folding: Inspiration from the XB-70 Valkyrie Gaétan X. Dussart Cranfield University, [email protected] Mudassir Lone Cranfield University, [email protected] Ciaran O'Rourke Airbus Ltd, [email protected] Thomas Wilson Airbus Ltd, [email protected] Follow this and additional works at: https://commons.erau.edu/ijaaa Part of the Aeronautical Vehicles Commons, Applied Mechanics Commons, and the Aviation and Space Education Commons Scholarly Commons Citation Dussart, G. X., Lone, M., O'Rourke, C., & Wilson, T. (2019). In-flight Wingtip Folding: Inspiration from the XB-70 Valkyrie. International Journal of Aviation, Aeronautics, and Aerospace, 6(3). Retrieved from https://commons.erau.edu/ijaaa/vol6/iss3/7 This Article is brought to you for free and open access by the Journals at Scholarly Commons. It has been accepted for inclusion in International Journal of Aviation, Aeronautics, and Aerospace by an authorized administrator of Scholarly Commons. For more information, please contact [email protected], [email protected]. Dussart et al.: In-flight Wingtip Folding: Inspiration from the XB-70 Valkyrie Introduction To help develop future aircraft technologies, the authors investigated past developments and applications in the field of folding wingtips for inspiration, focusing on the XB-70 Valkyrie. Arguably the most iconic example of folding wingtip capable vehicle, it included the largest moving lifting surfaces ever flown and provides a good insight on the actuator and systems requirement for wingtip folding. Following a justification for incremental aircraft design changes, the authors introduce past and on-going developments in folding wingtip systems for large civil aircraft. -
Research on Combination of Swing Wing with Canard and Tail Used in Fighter Aircraft
International Journal of Recent Technology and Engineering (IJRTE) ISSN: 2277-3878, Volume-8, Issue-2S3, July 2019 Research on Combination of Swing Wing with Canard and Tail used in Fighter Aircraft Praveen babu, Swathi P Shetty, Kavya G Achar, Steve JohnsonLobo, Lokesh K S, Jagadeesh Abstract: The present work discloses the new design of a To balance the aircraft, either fuel must be pumped to move fighter aircraft. Better performance of a fighter in the combat as the centre of gravity or the tail must provide a tremendous well in its ground activities is the main vision of our work. It is down load[1]. concentrating on the aircraft short distance take off and landing, Variable sweep aircraft typically exhibit a greater stalling controlling, as well as different maneuverings of the aircraft. Many fighter aircraft are having its own working rearward shift in aerodynamic center from subsonic to parameters and configurations. Every aircraft shown its own supersonic speed than fixed wing plane form. The first characteristics in flight like maneuverings, stalling etc.The major variable sweep design X-5 research vehicle minimized problem of them is prohibiting some of these characteristics in aerodynamic travel by employing a rail carriage system to some angle of attack. So to control we have implemented some provide forward translation to the wing at the swept back modifications. To achieve all these characteristics, we have position. The XF101-1 aircraft, the second variable sweep selected the combination of swing wing with canard and tail configuration. By using this technology we can increase the design, had a forward translation capability that was flight ability to its maximum. -
Canard–Elevon Interactions on a Hypersonic Vehicle
JOURNAL OF SPACECRAFT AND ROCKETS Vol. 47, No. 1, January–February 2010 Canard–Elevon Interactions on a Hypersonic Vehicle Torstens Skujins∗ and Carlos E. S. Cesnik† University of Michigan, Ann Arbor, Michigan 48109 and Michael W. Oppenheimer‡ and David B. Doman§ U.S. Air Force Research Laboratory, Wright-Patterson Air Force Base, Ohio 45433 DOI: 10.2514/1.44743 Airbreathing hypersonic cruise vehicles are typically characterized by long, slender bodies with highly coupled engines and airframes. For a case in which the engine is underslung (below the center of gravity), a large elevon control surface is typically necessary to trim the vehicle. The elevon is usually placed at the rear of the vehicle to yield a large moment arm. However, the drawback is that the elevons can cause large perturbations in lift and other undesirable effects. Canard control surfaces are placed on the forebody of the vehicle to counteract these effects as well as aid in low-speed handling. This study looks at how the canards affect the flow over the elevon control surfaces and, in turn, the controllability of the vehicle in general. A two-dimensional analytical formulation is developed and compared with both a series approximation solution and a computational fluid dynamics Euler flowfield solution. The effect of the canard on the elevon, measured using the elevon effectiveness ratio, decreased as the distance between the control surfaces increased. In general, higher Mach numbers combined with higher canard deflection angles resulted in a greater effect on the elevon. Adding a thickness correction, as opposed to assuming that the airfoils were flat plates, actually decreased, on average, the accuracy of the model when compared with the computational data.