Numerical Analysis and Optimization of Wing-Tip Designs
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Conceptual Design Study of a Hydrogen Powered Ultra Large Cargo Aircraft
Conceptual Design Study of a Hydrogen Powered Ultra Large Cargo Aircraft R.A.J. Jansen University of Technology Technology of University Delft Delft Conceptual Design Study of a Hydrogen Powered Ultra Large Cargo Aircraft Towards a competitive and sustainable alternative of maritime transport by R.A.J. Jansen to obtain the degree of Master of Science at the Delft University of Technology, to be defended publicly on Tuesday January 10, 2017 at 9:00 AM. Student number: 4036093 Thesis registration: 109#17#MT#FPP Project duration: January 11, 2016 – January 10, 2017 Thesis committee: Dr. ir. G. La Rocca, TU Delft, supervisor Dr. A. Gangoli Rao, TU Delft Dr. ir. H. G. Visser, TU Delft An electronic version of this thesis is available at http://repository.tudelft.nl/. Acknowledgements This report presents the research performed to complete the master track Flight Performance and Propulsion at the Technical University of Delft. I am really grateful to the people who supported me both during the master thesis as well as during the rest of my student life. First of all, I would like to thank my supervisor, Gianfranco La Rocca. He supported and motivated me during the entire graduation project and provided valuable feedback during all the status meeting we had. I would also like to thank the exam committee, Arvind Gangoli Rao and Dries Visser, for their flexibility and time to assess my work. Moreover, I would like to thank Ali Elham for his advice throughout the project as well as during the green light meeting. Next to these people, I owe also thanks to the fellow students in room 2.44 for both their advice, as well as the enjoyable chats during the lunch and coffee breaks. -
Airframe Integration
Aerodynamic Design of the Hybrid Wing Body Propulsion- Airframe Integration May-Fun Liou1, Hyoungjin Kim2, ByungJoon Lee3, and Meng-Sing Liou4 NASA Glenn Research Center, Cleveland, Ohio, 44135 Abstract A hybrid wingbody (HWB) concept is being considered by NASA as a potential subsonic transport aircraft that meets aerodynamic, fuel, emission, and noise goals in the time frame of the 2030s. While the concept promises advantages over conventional wing-and-tube aircraft, it poses unknowns and risks, thus requiring in-depth and broad assessments. Specifically, the configuration entails a tight integration of the airframe and propulsion geometries; the aerodynamic impact has to be carefully evaluated. With the propulsion nacelle installed on the (upper) body, the lift and drag are affected by the mutual interference effects between the airframe and nacelle. The static margin for longitudinal stability is also adversely changed. We develop a design approach in which the integrated geometry of airframe (HWB) and propulsion is accounted for simultaneously in a simple algebraic manner, via parameterization of the planform and airfoils at control sections of the wingbody. In this paper, we present the design of a 300-passenger transport that employs distributed electric fans for propulsion. The trim for stability is achieved through the use of the wingtip twist angle. The geometric shape variables are determined through the adjoint optimization method by minimizing the drag while subject to lift, pitch moment, and geometry constraints. The design results clearly show the influence on the aerodynamic characteristics of the installed nacelle and trimming for stability. A drag minimization with the trim constraint yields a reduction of 10 counts in the drag coefficient. -
CESSNA WING TIPS - EMPENNAGE TIPS CESSNA WING TIPS These Wing Tip Kits Consist of a Left and Right Hand Drooped Fiberglass Wing Tip
CESSNA WING TIPS - EMPENNAGE TIPS CESSNA WING TIPS These wing tip kits consist of a left and right hand drooped fiberglass wing tip. These wing tips are better than those manufactured by Cessna because they are made of fiberglass rather than a royalite type material, that bends and CM cracks after a short time on the aircraft. The superior epoxy rather than polyester fiberglass is used. Epoxy fiberglass has major advantages over a royalite type material; It is approximately six timesstronger and twelve times stiffer, it resists ultraviolet light and weathers better, and it keeps its chemical composition intact much longer. With all these advantages, they will probably be the last wingtips that will ever have to be installed on the aircraft. Should these wing tips be damaged through some unforeseen circumstances, they are easily repairable due to their fiberglass construc- tion. These kits are FAA STC’d and manufactured under a FAA PMA authority. The STC allows you to install these WP modern drooped wing tips, even if your aircraft was not originally manufactured with this newer, more aerodynamically efficient wingtip. *Does not include the Plate lens. Plate lens must be purchased separately. **Kits includes the left hand wing tip, right hand wing tip, hardware, and the plate lens Cessna Models Kit No.** Price Per Kit All 150, A150, 152, A152, 170A & B, P172, 175, 205 &L19, 172, 180, 185 for model year up through 1972.182, 206 for 05-01526 . model year up through 1971, 207 from 1970 and up (219-100) ME 05-01545 172, R172K(172XP), 172RG, 180, 185 for model year 1973 and up, 182, 206 for model year 1972 and up. -
Aircraft Winglet Design
DEGREE PROJECT IN VEHICLE ENGINEERING, SECOND CYCLE, 15 CREDITS STOCKHOLM, SWEDEN 2020 Aircraft Winglet Design Increasing the aerodynamic efficiency of a wing HANLIN GONGZHANG ERIC AXTELIUS KTH ROYAL INSTITUTE OF TECHNOLOGY SCHOOL OF ENGINEERING SCIENCES 1 Abstract Aerodynamic drag can be decreased with respect to a wing’s geometry, and wingtip devices, so called winglets, play a vital role in wing design. The focus has been laid on studying the lift and drag forces generated by merging various winglet designs with a constrained aircraft wing. By using computational fluid dynamic (CFD) simulations alongside wind tunnel testing of scaled down 3D-printed models, one can evaluate such forces and determine each respective winglet’s contribution to the total lift and drag forces of the wing. At last, the efficiency of the wing was furtherly determined by evaluating its lift-to-drag ratios with the obtained lift and drag forces. The result from this study showed that the overall efficiency of the wing varied depending on the winglet design, with some designs noticeable more efficient than others according to the CFD-simulations. The shark fin-alike winglet was overall the most efficient design, followed shortly by the famous blended design found in many mid-sized airliners. The worst performing designs were surprisingly the fenced and spiroid designs, which had efficiencies on par with the wing without winglet. 2 Content Abstract 2 Introduction 4 Background 4 1.2 Purpose and structure of the thesis 4 1.3 Literature review 4 Method 9 2.1 Modelling -
B-52, the “Stratofortress”
B-52, The “StratoFortress” Aerodynamics and Performance Build-up Service • Crew – Upper Deck • 2 Pilots • Electronic Warfare Officer • Latest Model – Lower Deck – B-52H • Bombardier – Last B-52H delivered in 1962 • Radar Navigator • Transonic Bomber – Nuclear Payload capable • Deployment – 20 Cruise Missiles – 102 B-52H’s • AGM-86C – 192 B-52G’s • AGM-12 Have Nap • AGM-84 Harpoon – All in Service of USAF as – Up to 50,000 lb ordnance far as we can tell payload – $53.4 million each [1998$] – 51 bombs of 750-lb class Additional Payload • In addition to attack ordnance, B-52H carries: – Norden APQ-156 Multi-mode targeting radar – Terrain Avoidance Radar – Electro-Optical Viewing System (EVS) • Infra-red and low light display used in conjunction with terrain avoidance sensors to navigate in bad weather at low altitudes, or with the nuclear windscreen shielding in place – ECM • ALT-28 jammer • ALQ-117, -115, -172 deception jammers – Optional Stinger Air to Air missiles in aft gun-turret Weight Breakdown • Max TOGW – 505,000 lb • Fuel Weight – 299,434 lb internal – 9,114 lb on non-jettisonable under- wing pylons • Ordnance Weight – 50,000 lb • Airframe operational empty – 146452 lb Basic Geometry • Length: 160.9 ft • Tail Plane • Wing – Horizontal Tail Span: – Span: 185 ft 55.625 ft – Horizontal Tail Plan Area: – Area: 4000 ft^2 ~1004 ft^2 – Root Chord: ~34.5 ft – Mean Chord: 21.62 ft – Vertical Tail Height: – Taper Ratio: 0.37 24.339 ft – Leading Edge Sweep: – Vertical Tail Plan Area: 35° ~451 ft^2 – AR: 8.56 Wing Geometry • Wing Root: 14% -
Design Study of a Supersonic Business Jet with Variable Sweep Wings
27TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES DESIGN STUDY OF A SUPERSONIC BUSINESS JET WITH VARIABLE SWEEP WINGS E.Jesse, J.Dijkstra ADSE b.v. Keywords: swing wing, supersonic, business jet, variable sweepback Abstract A design study for a supersonic business jet with variable sweep wings is presented. A comparison with a fixed wing design with the same technology level shows the fundamental differences. It is concluded that a variable sweep design will show worthwhile advantages over fixed wing solutions. 1 General Introduction Fig. 1 Artist impression variable sweep design AD1104 In the EU 6th framework project HISAC (High Speed AirCraft) technologies have been studied to enable the design and development of an 2 The HISAC project environmentally acceptable Small Supersonic The HISAC project is a 6th framework project Business Jet (SSBJ). In this context a for the European Union to investigate the conceptual design with a variable sweep wing technical feasibility of an environmentally has been developed by ADSE, with support acceptable small size supersonic transport from Sukhoi, Dassault Aviation, TsAGI, NLR aircraft. With a budget of 27.5 M€ and 37 and DLR. The objective of this was to assess the partners in 13 countries this 4 year effort value of such a configuration for a possible combined much of the European industry and future SSBJ programme, and to identify critical knowledge centres. design and certification areas should such a configuration prove to be advantageous. To provide a framework for the different studies and investigations foreseen in the HISAC This paper presents the resulting design project a number of aircraft concept designs including the relevant considerations which were defined, which would all meet at least the determined the selected configuration. -
Analytical Fuselage and Wing Weight Estimation of Transport Aircraft
NASA Technical Memorandum 110392 Analytical Fuselage and Wing Weight Estimation of Transport Aircraft Mark D. Ardema, Mark C. Chambers, Anthony P. Patron, Andrew S. Hahn, Hirokazu Miura, and Mark D. Moore May 1996 National Aeronautics and Space Administration Ames Research Center Moffett Field, California 94035-1000 NASA Technical Memorandum 110392 Analytical Fuselage and Wing Weight Estimation of Transport Aircraft Mark D. Ardema, Mark C. Chambers, and Anthony P. Patron, Santa Clara University, Santa Clara, California Andrew S. Hahn, Hirokazu Miura, and Mark D. Moore, Ames Research Center, Moffett Field, California May 1996 National Aeronautics and Space Administration Ames Research Center Moffett Field, California 94035-1000 2 Nomenclature KF1 frame stiffness coefficient, IAFF/ A fuselage cross-sectional area Kmg shell minimum gage factor AB fuselage surface area KP shell geometry factor for hoop stress AF frame cross-sectional area KS constant for shear stress in wing (AR) aspect ratio of wing Kth sandwich thickness parameter b wingspan; intercept of regression line lB fuselage length bs stiffener spacing lLE length from leading edge to structural box at theoretical root chord bS wing structural semispan, measured along quarter chord from fuselage lMG length from nose to fuselage mounted main gear bw stiffener depth lNG length from nose to nose gear CF Shanley’s constant lTE length from trailing edge to structural box at CP center of pressure theoretical root chord C root chord of wing at fuselage intersection R l1 length of nose -
CFD Investigation of 2D and 3D Dynamic Stall
CFD Investigation of 2D and 3D Dynamic Stall A. Spentzos1, G. Barakos1;2, K. Badcock1, B. Richards1 P. Wernert3, S. Schreck4 & M. Raffel5 Contact Information: 1 CFD Laboratory, University of Glasgow, Department of Aerospace Engineering, Glasgow G12 8QQ, United Kingdom, www.aero.gla.ac.uk/Research/CFD 2 Corresponding author, email: [email protected] 3 French-German Research Institute of Saint-Louis (ISL) 5, rue du General Cassagnou, 68300 Saint-Louis. 4 National Renewable Energy Laboratory, 1617 Cole Blvd Golden, CO 80401, USA. 5 DLR - Institute for Aerodynamics and Flow Technology, Bunsenstrasse 10, D-37073 Gottingen, Germany. Abstract The results of numerical simulation for 2D and 3D dynamic stall case are presented. Square wings of NACA 0012 and NACA 0015 sections were used and comparisons are made against experimental data from Wernert et al.for the 2D and Schreck and Helin for the 3D cases. The well-known 2D dynamic stall configuration is present on the symmetry plane of the 3D cases. Sim- ilarities between the 2D and 3D cases, however, are restricted upto the midspan and the flowfield is markedly different as the wing-tip is approached. Visualisation of the 3D simulation results revealed the same omega-shaped dynamic stall vortex which was observed in the experiments by Freymuth, Horner et al.and Schreck and Helin. Detailed comparison between experiments and simulation for the surface pressure distributions is also presented along with the time histories of the integrated loads. To our knowledge this is the first detailed study -
Wing Tip.Qxd
WINGTIP COUPLING AT 15,000 FEET Dangerous Experiments by C.E. “Bud” Anderson ingtip coupling evolved from an invention by Dr. Richard Vogt, a German scientist who emigrated to W the U.S. after WW II. The basic con- cept involved increasing an aircraft’s range by attaching two “free-floating,” fuel-carrying aerodynamic panels to the wingtips. This could be accomplished without undue struc- tural weight penalties as long as the panels were free to articulate and support themselves with their own aerodynamic lift. The panels would increase the basic wing configuration’s aspect ratio and would therefore significantly reduce induced drag; the “free” extra fuel car- ried by this more efficient wing would consid- erably increase an aircraft’s range. Soon, other logical uses of this unusual concept became apparent: for example, two escort fighters might be carried along “free” on a large bomber without sacrificing its range. To be feasible, the wingtip extensions, But there was also the problem of how such fuel-carrying extensions could be handled on the ground. How would they be supported without airflow to or panels, whatever they were, would have to hold them up?—perhaps by the use of a retractable outrigger landing gear, but what about runway width requirements? And—the big question—what about be kept properly aligned, preferably by a sim- the stability and control problems that might be induced by such a configura- ple and automatic flight-control system. tion; would the extensions be easy to control? Many questions are also immedi- 64 FLIGHT JOURNAL The second wingtip-coupling experiment involved an ETB-29A and two EF-84Bs (photo courtesy of Peter M. -
Fast 49 Airbus Technical Magazine Worthiness Fast 49 January 2012 4049July 2007
JANUARY 2012 FLIGHT AIRWORTHINESS SUPPORT 49 TECHNOLOGY FAST AIRBUS TECHNICAL MAGAZINE FAST 49 FAST JANUARY 2012 4049JULY 2007 FLIGHT AIRWORTHINESS SUPPORT TECHNOLOGY Customer Services Events Spare part commonality Ensuring A320neo series commonality 2 with the existing A320 Family AIRBUS TECHNICAL MAGAZINE Andrew James MASON Publisher: Bruno PIQUET Graham JACKSON Editor: Lucas BLUMENFELD Page layout: Quat’coul Biomimicry Cover: Radio Altimeters When aircraft designers learn from nature 8 Picture from Hervé GOUSSE ExM Company Denis DARRACQ Authorization for reprint of FAST Magazine articles should be requested from the editor at the FAST Magazine e-mail address given below Radio Altimeter systems Customer Services Communications 15 Tel: +33 (0)5 61 93 43 88 Correct maintenance practices Fax: +33 (0)5 61 93 47 73 Sandra PREVOT e-mail: [email protected] Printer: Amadio Ian GOODWIN FAST Magazine may be read on Internet http://www.airbus.com/support/publications ELISE Consulting Services under ‘Quick references’ ILS advanced simulation technology 23 ISSN 1293-5476 Laurent EVAIN © AIRBUS S.A.S. 2012. AN EADS COMPANY Jean-Paul GENOTTIN All rights reserved. Proprietary document Bruno GUTIERRES By taking delivery of this Magazine (hereafter “Magazine”), you accept on behalf of your company to comply with the following. No other property rights are granted by the delivery of this Magazine than the right to read it, for the sole purpose of information. The ‘Clean Sky’ initiative This Magazine, its content, illustrations and photos shall not be modified nor Setting the tone 30 reproduced without prior written consent of Airbus S.A.S. This Magazine and the materials it contains shall not, in whole or in part, be sold, rented, or licensed to any Axel KREIN third party subject to payment or not. -
BY ORDER of the SECRETARY of the AIR FORCE AIR FORCE INSTRUCTION 11-2B-52 VOLUME 3 14 JUNE 2010 Flying Operations B-52--OPERATI
BY ORDER OF THE AIR FORCE INSTRUCTION 11-2B-52 SECRETARY OF THE AIR FORCE VOLUME 3 14 JUNE 2010 Flying Operations B-52--OPERATIONS PROCEDURES COMPLIANCE WITH THIS PUBLICATION IS MANDATORY ACCESSIBILITY: Publications and forms are available for downloading or ordering on the e- Publishing website at www.e-publishing.af.mil (will convert to www.af.mil/e-publishing on AF Link. RELEASABILITY: There are no releasability restrictions on this publication. OPR: AFGSC/A3TO Certified by: HQ USAF/A3O-A Supersedes: AFI11-2B-52V3, (Col Scott L. Dennis) 22 June 2005 Pages: 61 This volume implements AFPD 11-2, Aircraft Rules and Procedures; AFPD 11-4, Aviation Service; and AFI 11-202V3, General Flight Rules. It applies to all B-52 units. This publication applies to Air Force Reserve Command (AFRC) units and members except for paragraphs 2.5.1, 2.5.2, and A4.2. This publication does not apply to the Air National Guard (ANG). MAJCOMs/DRUs/FOAs are to forward proposed MAJCOM/DRU/FOA-level supplements to this volume to HQ AFFSA/A3OF, through AFGSC/A3TV, for approval prior to publication IAW AFPD 11-2, paragraph 4.2. Copies of MAJCOM/DRU/FOA-level supplements, after approved and published, will be provided by the issuing MAJCOM/DRU/FOA to HQ AFFSA/A3OF, AFGSC/A3TV, and the user MAJCOM/DRU/FOA and AFRC offices of primary responsibility. Field units below MAJCOM/DRU/FOA level will forward copies of their supplements to this publication to their parent MAJCOM/DRU/FOA office of primary responsibility for post publication review. -
List of Symbols
List of Symbols a atmosphere speed of sound a exponent in approximate thrust formula ac aerodynamic center a acceleration vector a0 airfoil angle of attack for zero lift A aspect ratio A system matrix A aerodynamic force vector b span b exponent in approximate SFC formula c chord cd airfoil drag coefficient cl airfoil lift coefficient clα airfoil lift curve slope cmac airfoil pitching moment about the aerodynamic center cr root chord ct tip chord c¯ mean aerodynamic chord C specfic fuel consumption Cc corrected specfic fuel consumption CD drag coefficient CDf friction drag coefficient CDi induced drag coefficient CDw wave drag coefficient CD0 zero-lift drag coefficient Cf skin friction coefficient CF compressibility factor CL lift coefficient CLα lift curve slope CLmax maximum lift coefficient Cmac pitching moment about the aerodynamic center CT nondimensional thrust T Cm nondimensional thrust moment CW nondimensional weight d diameter det determinant D drag e Oswald’s efficiency factor E origin of ground axes system E aerodynamic efficiency or lift to drag ratio EO position vector f flap f factor f equivalent parasite area F distance factor FS stick force F force vector F F form factor g acceleration of gravity g acceleration of gravity vector gs acceleration of gravity at sea level g1 function in Mach number for drag divergence g2 function in Mach number for drag divergence H elevator hinge moment G time factor G elevator gearing h altitude above sea level ht altitude of the tropopause hH height of HT ac above wingc ¯ h˙ rate of climb 2 i unit vector iH horizontal