Chapter 6 Fuselage and Tail Sizing - 8 Lecture 30 Topics
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Effects of Aircraft Integration on Compact Nacelle Aerodynamics
Eects of Aircraft Integration on Compact Nacelle Aerodynamics Fernando Tejeroa,∗, Ioannis Goulosa, David G MacManusa, Christopher Sheafb aCentre for Propulsion Engineering, School of Aerospace, Transport and Manufacturing, Craneld University, Bedfordshire, MK43 0AL bRolls-Royce plc., P.O. box 31, Derby, United Kingdom, DE24 8BJ Abstract To reduce specic fuel consumption, it is expected that the next generation of aero-engines will operate with higher bypass-ratios, and therefore fan diame- ters, than current in-service architectures. These new propulsion systems will increase the nacelle size and incur in an additional overall weight and drag con- tribution to the aircraft. In addition, they will be installed more closely-coupled with the airframe, which may lead to an increase in adverse installation eects. As such, it is required to develop compact nacelles which will not counteract the benets obtained from the new engine cycles. A comprehensive investigation of the eects of nacelle design on the overall aircraft aerodynamic performance is required for a better understanding on the eects of aero-engine integration. This paper presents a method for the multi-objective optimisation of drooped and scarfed non-axisymmetric nacelle aero-engines. It uses intuitive Class Shape Tranformations (iCSTs) for the aero-engine geometry denition, multi-point aerodynamic simulation, a near-eld nacelle drag extraction method and the NSGA-II genetic algorithm. The process has been employed for the aerody- namic optimisation of a compact nacelle aero-engine as well as a conventional nacelle conguration. Subsequently, the designed architectures were installed on a conventional commercial transport aircraft and evaluated at dierent in- stallation positions. -
IIIHIHIIIHIIII O US005143329A United States Patent (19) 11 Patent Number: 5,143,329 Coffinberry (45) Date of Patent: Sep
IIIHIHIIIHIIII O US005143329A United States Patent (19) 11 Patent Number: 5,143,329 Coffinberry (45) Date of Patent: Sep. 1, 1992 (54) GASTURBINE ENGINE POWERED AIRCRAFT ENVIRONMENTAL CONTROL FOREIGN PATENT DOCUMENTS SYSTEM AND BOUNDARY LAYER BLEED 0065855 5/1982 European Pat. Off. (75) Inventor: George A. Coffinberry, West Chester, g 32 E." Ohio 143598 4/1953 United Kingdom. (73) Assignee: General Electric Company, 744923 5/1954 United Kingdom. 774695 4/1955 United Kingdom . Cincinnati, Ohio 846358 6/1958 United Kingdom. 21 Appl. No.: 738,985 1530330 1/1976 United Kingdom . 202.7874 2/1980 United Kingdom ............. 24418.5 22 Filed: Aug. 1, 1991 2074654 4/1980 United Kingdom . 2076897 12/1981 United Kingdom ............. 244/118.5 Related U.S. Application Data 2127492 6/1983 United Kingdom . 62 Division of Ser. No. 531,718, Jun. 1, 1990. Primary Examiner-Joseph F. Peters, Jr. 5 Assistant Examiner-Christopher P. Ellis O2,207. Attorney, Agent, or Firm-Jerome C. Squillaro 244/53 R; 45.4/71 57 ABSTRACT 58) Field of Search ..................... 244/118.5, 207, 208, 244/209 53 R. 60/39. 142 39.07, 39.15, 39.183: An aircraft gas turbine engine is provided with a start s A 4-y 9. '987 ing air turbine that is directly connected through the starter gearbox to the high pressure (HP) shaft and is 56) References Cited provided with an apparatus to extract excess energy U.S. PATENT DOCUMENTS from engine compressor bleed air, return it to the en 2,734,443 2/1956 Wood ..................................... oss gine, and to start the engine with compressed air from 2,777,301 1/1957 Kuhn ..... -
Helicopter Safety November-December 1988
F L I G H T S A F E T Y F O U N D A T I O N HELICOPTER SAFETY Vol. 14 No. 6 November/December 1988 Tiltrotor Offers A Choice Although the first flight of the V-22 Osprey tiltrotor has been delayed, the author has had the opportunity to fly Bell-Boeing’s simulator at Ft. Worth, Tex., U.S. Through his description of his simulator ride, it is apparent the tiltrotor will be a challenge for both fixed-wing and helicopter pilots. by Joe Mashman Bell Helicopter Textron, Inc. and Boeing Helicopter Com- Flying the Tiltrotor Simulator pany joined forces to develop the V-22 Osprey tiltrotor air- craft, based upon the Bell Model 301/XV-15, a two-seat tiltro- This pilot recently flew the Bell-Boeing engineering tiltrotor tor research aircraft. simulator, at Ft. Worth, Tex., U.S., and discovered the unique qualities of the tiltrotor aircraft. The all-composite (epoxy/graphite laminate) V-22 is 57.25 feet long and has a 46.5 foot wingspan. Its obstruction-free The simulator was configured with the U.S. Navy V-22 Os- cabin is 24 feet 2 inches long, 5 feet 11 inches wide and 6 feet prey control system and flight characteristics; the simulation high, and allows versatile configurations for personnel or called for 40,000 pounds maximum gross weight at sea level, cargo. Two Allison T406-AD-400 engines will deliver up to standard conditions. The handling qualities of the aircraft 6,150 shp to turn the two 38-foot diameter rotors. -
Evaluation of V-22 Tiltrotor Handling Qualities in the Instrument Meteorological Environment
University of Tennessee, Knoxville TRACE: Tennessee Research and Creative Exchange Masters Theses Graduate School 5-2006 Evaluation of V-22 Tiltrotor Handling Qualities in the Instrument Meteorological Environment Scott Bennett Trail University of Tennessee - Knoxville Follow this and additional works at: https://trace.tennessee.edu/utk_gradthes Part of the Aerospace Engineering Commons Recommended Citation Trail, Scott Bennett, "Evaluation of V-22 Tiltrotor Handling Qualities in the Instrument Meteorological Environment. " Master's Thesis, University of Tennessee, 2006. https://trace.tennessee.edu/utk_gradthes/1816 This Thesis is brought to you for free and open access by the Graduate School at TRACE: Tennessee Research and Creative Exchange. It has been accepted for inclusion in Masters Theses by an authorized administrator of TRACE: Tennessee Research and Creative Exchange. For more information, please contact [email protected]. To the Graduate Council: I am submitting herewith a thesis written by Scott Bennett Trail entitled "Evaluation of V-22 Tiltrotor Handling Qualities in the Instrument Meteorological Environment." I have examined the final electronic copy of this thesis for form and content and recommend that it be accepted in partial fulfillment of the equirr ements for the degree of Master of Science, with a major in Aviation Systems. Robert B. Richards, Major Professor We have read this thesis and recommend its acceptance: Rodney Allison, Frank Collins Accepted for the Council: Carolyn R. Hodges Vice Provost and Dean of the Graduate School (Original signatures are on file with official studentecor r ds.) To the Graduate Council: I am submitting herewith a thesis written by Scott Bennett Trail entitled “Evaluation of V-22 Tiltrotor Handling Qualities in the Instrument Meteorological Environment”. -
Hero Or the Zero1
“Hero or the Zero” Chapter 1 A True Story By COL GREGORY MARSTON (ret) Aviation is an exciting profession that has short, intense, high-energy periods that are often followed by fairly routine and even boring phases of flight. Yet, it is important to remember always that you’re flying a machine at relatively high speeds and/or high altitudes versus other man-made equipment like a car. Your happy little pilot bubble can be interrupted in a Nano- second by the rare, heart-stopping, bowel-loosening, emergency that must be dealt with correctly, quickly and coolly or you may die. Sometimes you die, even if you do everything right! This story is about one such moment. I was leading a routine flight of two A-37B “Dragonfly” aircraft on a cool, clear and very dark, early morning at Davis-Monthan Air Force Base (DMAFB) in Tucson, Arizona on January 3rd, 1985. The A-37 was a relic from the Vietnam War, a small, green/grey camouflage, two-seat, two-engine, jet aircraft that was used for Attack (dropping bombs) or Forward Air Control (FAC – shooting rockets). As the solo Instructor Pilot (flying in the left seat) the plan was for me to takeoff first, followed 10 seconds later by my wingman (a student in the left seat and his Instructor Pilot in the right side). After takeoff, my wingman he would rejoin on me for a Close Air Support (CAS) training flight. I would lead the two-aircraft flight out to one of the massive bombing ranges located in southern Arizona. -
Bicycle Landing Gear Is Useful for High-Wing Airplanes with Long Span
Aeronautical Engineering Design I Landing Gear Sizing and Placement Prof. Dr. Serkan Özgen Dept. Aerospace Engineering December 2017 Landing gear configurations 2 Tricycle landing gear 3 Tricycle landing gear • Advantages of tricycle landing gear: ⁻ Cabin floor is horizontal when the airplane is on the ground. ⁻ Forward visibility is improved for the pilot when the airplane is on the gound. ⁻ The CG is ahead of the main wheels and this enhances stability during the ground roll. 4 Tricycle landing gear 5 Tricycle landing gear • The length of the landing gear must be set so that the tail doesn’t hit the ground during landing. • This is measured from the wheel in the static position assuming an angle of attack for landing that gives 90% of maximum lift, usually 10o-15o. • The tipback angle is the maximum aircraft nose-up attitude when the tail is touching the ground and the landing gear strut is fully extended. • To prevent the aircraft from tipping back on its tail, the angle of the vertical from the main wheel position to the cg should be greater than the tipback angle or 15o, whichever is greater. 6 Tricycle landing gear • Tipback angle should not be greater than 25o, otherwise porpoising will occur and a high elevator deflection will be required for rotation during takeoff. • This means that more than 20% of aircraft weight is carried by the nose wheel. • The optimum range for the percentage of aircraft weight that is carried by the nose wheel is 8-15% for the most aft and most forward CG positions. -
GPO PRICE CFSTI PRICE(S) $ Hard Copy (HC)
GPO PRICE $ CFSTI PRICE(S) $ Hard copy (HC)- Microfiche (MF) - NASA TM X-1683 WIND TUNNE IL INVESTIGATION OF AIRFRAME INSTALLATION EFFECTS ON UNDERWING ENGINE NACELLES AT MACH NUMBERS FROM 0.56 TO 1.46 By Bernard J. Blaha and Daniel C. Mikkelson Lewis Research Center Cleveland, Ohio NATIONAL AERONAUTICS AND SPACE ADMINISTRATION For sale by the Clearinghouse for Federal Scientific and Technical Information Springfield, Virginia 22151 - CFSTl price $3.00 ABSTRACT A 1/20 scale model of the F-106B with simulated underwing engine nacelles was tested in the Lewis Research Center 8- by 6-foot supersonic wind tunnel. Pressures and boattail drag coefficients were obtained on cone-cylinder and bulged nacelles with 15' conical boattail afterbodies and jet boundary simulators. Data were obtained with and without inlet airflow through the nacelles at attack angles from 0' to 8'. Effects of nacelle strut geometry, local elevon geometry, and elevon deflection were also investi- gated. The installed boattail pressure drag coefficient was lower than isolated nacelle values at all Mach numbers, and transonic drag rise was delayed to Mach 0.975. ii WIND TUNNEL INVESTIGATION OF AIRFRAME INSTALLAT~ONEFFECTS ON UNDERWING ENGINE NACELLES AT MACH NUMBERS FROM 0.56 TO 1.46 by Bernard J. Blaha and Daniel C. Mikkelson Lewis Research Center SUMMARY A test was conducted in the Lewis Research Center 8- by 6-foot supersonic wind tunnel utilizing a 1/20 scale model of the F-106B aircraft with simulated underwing en- gine nacelles. Pressures and boattail drag coefficients were obtained on cone-cylinder nacelles and on bulged nacelles, both with 15' conical boattail afterbodies and jet bound- ary simulators. -
Landing Gear.Pdf
Study of Evolution and Details of Landing Gear INDEX CHAPTER 1 1.1.1 INTRODUCTION 3 1.1.2 EVOLUTION 3 CHAPTER 2 2.1 DIFFERENT TYPES OF LANDING GEARS 6 2.1.1 TRICYCLE LANDING GEAR 7 2.1.2 CONVENTIONAL LANDING GEAR 7 2.1.3 UNCONVENTIONAL LANDING GEAR 8 2.2 DIFFERENCE BETWEEN MAIN AND NOSE LANDING GEAR 9 2.3 SHOCK STRUTS 10 2.3.1 TYPES OF SHOCK STRUTS 1. METERING PIN TYPE 10 2. METERING TUBE TYPE 11 3. NOSE GEAR STRUTS 12 4. DOUBLE-ACTING SHOCK ABSORBER 12 2.4 OPERATION OF SHOCK STRUTS 13 CHAPTER 3 3.1 HYDRAULIC SYSTEM FOR AIRCRAFT LANDING GEAR 15 3.2 LANDING GEAR EXTENSION AND RETRACTION 15 3.2.1 LANDING GEAR EXTENSION AND RETRACTING MECHANISMS 15 3.3 EMERGENCY SYSTEMS 16 NIMRA INSTITUTE OF SCIENCE & TECHNOLOGY, A.E - 1 - Study of Evolution and Details of Landing Gear CHAPTER 4 4.1 BRAKING SYSTEM IN LANDING GEAR 18 4.2 DIFFERENT TYPES OF BRAKES AND THEIR EVOLUTION 4.2.1 CARBON AND BERYLLIUM BRAKES 18 4.2.2 AUTO-BRAKE AND BRAKE-BY-WIRE SYSTEM 19 4.3 DESCRIPTION OF A HYDRAULIC BRAKING SYSTEM 20 4.4 ADVANCED BRAKE CONTROL SYSTEM (ABCS) 21 4.5 PNEUMATIC BRAKING 21 4.6 DIFFERENTIAL BRAKING 22 CHAPTER 5 LUBRICANTS USED IN LANDING GEAR 23 CONCLUSION 24 REFERENCES 25 FIGURES FIG. 1 LANDING GEARS IN THE INITIAL STAGES 26 FIG. 2 BASIC TYPES OF LANDING GEARS 26 FIG. 3 TU-144 MAIN LANDING GEAR 27 FIG. 4 TRACK-TYPE GEAR 27 FIG. -
How Business Flies Safran Overview
HOW BUSINESS FLIES SAFRAN OVERVIEW PROPULSION SYSTEMS Safran Aircraft Engines Safran Nacelles SAFRAN IS AN INTERNATIONAL HIGH-TECHNOLOGY GROUP, OPERATING IN THE AVIATION (PROPULSION, Safran Transmission Systems EQUIPMENT AND INTERIORS), DEFENSE AND SPACE MARKETS. ITS CORE PURPOSE IS TO CONTRIBUTE TO A SAFER, MORE SUSTAINABLE WORLD, WHERE AIR TRANSPORT IS MORE ENVIRONMENTALLY FRIENDLY, COMFORTABLE AND ACCESSIBLE. SAFRAN HAS A GLOBAL PRESENCE, WITH 81,000 EMPLOYEES AND HOLDS, ALONE OR IN ELECTRICAL POWER SYSTEMS PARTNERSHIP, WORLD OR REGIONAL LEADERSHIP POSITIONS IN ITS CORE MARKETS. SAFRAN UNDERTAKES Safran Electrical & Power RESEARCH AND DEVELOPMENT PROGRAMS TO MAINTAIN THE ENVIRONMENTAL PRIORITIES OF ITS R&T AND Safran Power UnitsAL INNOVATION ROADMAP. LANDING AND BRAKING SYSTEMS 81,000 #1 WORLDWIDE EMPLOYEES Safran Landing SystemsCAL AEROSPACE: WORLDWIDE • ENGINES FOR SINGLE-AISLE COMMERCIAL JETS AVIONICS SYSTEMS in (in partnership with GE) Safran Electronics & DefenseAL 30 • HELICOPTER TURBINE ENGINES COUNTRIES • LANDING GEAR • WHEELS AND CARBON BRAKES(1) CABIN INTERIORS & SEATS 7% • ELECTRICAL WIRING OF SALES INVESTED Safran Cabin €24.6 • HELICOPTER FLIGHT CONTROLS IN R&D BILLION IN SALES Safran Passenger Solutions • NACELLE SYSTEMS FOR BUSINESS JETS generated in 2019 Safran applies a strategy based Safran Seats • LATERAL PARTITION PANELS, CARTS, on innovation and continuous CONTAINERS AND CABIN INTERIORS FOR REGIONAL AND BUSINESS AIRCRAFT improvement in competitiveness, ONBOARD SYSTEMS • EVACUATION SLIDES AND OXYGEN working closely with our suppliers and SYSTEMS partners to address today’s economic, Safran Aerosystems • ONBOARD WATER AND WASTE societal and environmental challenges. MANAGEMENT SYSTEMS Photo credits: p. 4: Master Image, Pierre Soissons/Safran, Christian Fleury/CAPA Pictures/Safran - p. 5: Safran - p. 6: Adrien Daste / Safran - p. -
Airframe & Aircraft Components By
Airframe & Aircraft Components (According to the Syllabus Prescribed by Director General of Civil Aviation, Govt. of India) FIRST EDITION AIRFRAME & AIRCRAFT COMPONENTS Prepared by L.N.V.M. Society Group of Institutes * School of Aeronautics ( Approved by Director General of Civil Aviation, Govt. of India) * School of Engineering & Technology ( Approved by Director General of Civil Aviation, Govt. of India) Compiled by Sheo Singh Published By L.N.V.M. Society Group of Institutes H-974, Palam Extn., Part-1, Sec-7, Dwarka, New Delhi-77 Published By L.N.V.M. Society Group of Institutes, Palam Extn., Part-1, Sec.-7, Dwarka, New Delhi - 77 First Edition 2007 All rights reserved; no part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of the publishers. Type Setting Sushma Cover Designed by Abdul Aziz Printed at Graphic Syndicate, Naraina, New Delhi. Dedicated To Shri Laxmi Narain Verma [ Who Lived An Honest Life ] Preface This book is intended as an introductory text on “Airframe and Aircraft Components” which is an essential part of General Engineering and Maintenance Practices of DGCA license examination, BAMEL, Paper-II. It is intended that this book will provide basic information on principle, fundamentals and technical procedures in the subject matter areas relating to the “Airframe and Aircraft Components”. The written text is supplemented with large number of suitable diagrams for reinforcing the key aspects. I acknowledge with thanks the contribution of the faculty and staff of L.N.V.M. -
P 6 ^/ Summary Report on the C Preliminary Design Studies of an Advanced General Aviation Aircraft
NASW_443 5 )L P 6 ^/ SUMMARY REPORT ON THE C PRELIMINARY DESIGN STUDIES OF AN ADVANCED GENERAL AVIATION AIRCRAFT PREPARED FOR: NASA USRA ADVANCED DESIGN PROGRAM PREPARED BY: RON BARRETI' SHANE DEMOS S AB DIRKZWAGER I DARRYL EVANS CHARLES GOMER JERRY KEITER DARREN KNIPP iL GLEN SEIER STEVE SMITH ED WENNTNGER THE UNIVERSITY OF KANSAS MAY 1991 TEAM LEADER: CHARLES GOMER FACULTY ADVISOR: JAN ROSKAM NASA ADVISOR: JACK MORRIS (NASA-C-190024) PRELIMINARY DEI',N STUDIES N92-200ô4 OF AN ADVANCED GENERAL AVIATION AIRCRAFT Summary Report (Kansas Univ.) 204 p CSCL OIC Unci as G3/05 0073949 ABSTRACT The purpose of this report is to present the preliminary design results of the advanced aircraft design project at the University of Kansas. The goal of the project is to take a revolutionary look into the design of a general aviation aircraft. This project was conducted as a graduate level design class under the auspices of the KUINASA/USRA Advanced Design Program in Aeronautics. The class is open to aerospace and electrical engineering seniors and first level graduate students. Phase I of the design procedure (fall semester 1990) included the preliminary design of two configurations, a pusher and a tractor. The references listed in Section 1.1 of this report document this preliminary airframe design as well as other (more detailed) design studies, such as a pilot workload study, an advanced guidance and display study, a market survey, structural layout and manufacturing, and others. Phase II (spring semester 1991) included the selection of only one configuration for further study. The pusher configuration was selected on the basis of performance characteristics, cabin noise considerations, natural laminar flow considerations, and system layouts. -
Boeing CLEEN II Program Update Compact Nacelle (CN)
Boeing CLEEN II Program Update Compact Nacelle (CN) Consortium Plenary Session Jennifer Kolden May 13, 2020 Copyright © 2020 Boeing. All rights reserved. Approved for Public Release Compact Nacelle – Motivation General Engine Characteristics • 2025 EIS • Geared Low Pressure Ratio Fan • Bypass Ratio of 12 to 14 • Large Fan, Small Core • Core Mounted Accessories Nacelle Technologies Required Complete • PAI Optimization • Short Inlet (0.4 L/D or less) Current • Advanced T/R Configuration • Improved Acoustic Solutions • Advanced Manufacturing • New High-temp materials • Advanced Bleed Systems Copyright © 2020 Boeing. All rights reserved. Approved for Public Release 2 Compact Nacelle - Overview Short Inlet Aerodynamics Ground Test Ground Testing Reporting Flight Demonstration (RR FTB) 2017 2018 2019 2020 2021 Final Acquisition ATP PDR DDR S2F HW Flight Test Report of TR O/D Concept Dev H/W Dev FT & Rept Aft Fan Duct Acoustics noise reduction Copyright © 2020 Boeing. All rights reserved. Approved for Public Release Compact Nacelle (CN) – Aft Fan Duct Acoustics Anticipated Benefits: Acoustic Gloves • 0.4 to 1.2 EPNdB for future applications to UHB-configured aircraft entering service in Treated the 2025 time frame Blocker Doors Thrust Reverser Inner Wall • 0.2 to 0.6 EPNdB as retrofit potential for some existing models. Objectives: Accomplishments/Plan: • Develop acoustic treatment concepts for Surplus Hardware Obtained – 1Q ‘19 aft duct of compact nacelle architectures Concepts developed – 2Q ‘19 • Validate design concepts through flight Interim Project Phase Launched – Jul ‘19 ATP – Oct ’19 demonstration for transition to new and PDR – Oct ’19 existing products DDR – Jan ‘20 Engineering Complete – Mar ‘20 Work Statement: • H/W on Dock at Boeing Field – Q3 ‘20 • Develop prototype TR hardware • ecoD Flight Test – Q3 ’21 • Conduct flight demonstration on the • Limited Rights Flight Test Report – Q4 ‘21 • Public Test Report – Q4 ‘21 Boeing 737 Max 9 ecoDemonstrator • Program End – Q4 ‘21 Copyright © 2020 Boeing.