DOCSLIB.ORG

Delft University of Technology Aerodynamic Installation Effects Of

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Delft University of Technology Aerodynamic installation effects of lateral rotors on a novel compound helicopter configuration Stokkermans, Tom; Soemarwoto, Bambang; Voskuijl, Mark; Fukari, Raphaël; Veldhuis, Leo; Eglin, Paul Publication date 2018 Document Version Accepted author manuscript Published in Annual Forum Proceedings - AHS International Citation (APA) Stokkermans, T., Soemarwoto, B., Voskuijl, M., Fukari, R., Veldhuis, L., & Eglin, P. (2018). Aerodynamic installation effects of lateral rotors on a novel compound helicopter configuration. Annual Forum Proceedings - AHS International, 2018-May. Important note To cite this publication, please use the final published version (if applicable). Please check the document version above. Copyright Other than for strictly personal use, it is not permitted to download, forward or distribute the text or part of it, without the consent of the author(s) and/or copyright holder(s), unless the work is under an open content license such as Creative Commons. Takedown policy Please contact us and provide details if you believe this document breaches copyrights. We will remove access to the work immediately and investigate your claim. This work is downloaded from Delft University of Technology. For technical reasons the number of authors shown on this cover page is limited to a maximum of 10. Aerodynamic Installation Effects of Lateral Rotors on a Novel Compound Helicopter Configuration Tom Stokkermans Mark Voskuijl Leo Veldhuis PhD Candidate Assistant Professor Full Professor Delft University of Technology Delft University of Technology Delft University of Technology Delft, the Netherlands Delft, the Netherlands Delft, the Netherlands Bambang Soemarwoto Raphael¨ Fukari Paul Eglin Senior Scientist Engineer Aeromechanics senior expert Netherlands Aerospace Centre NLR Airbus Helicopters Airbus Helicopters Amsterdam, the Netherlands Marignane, France Marignane, France ABSTRACT Installation effects of the lateral rotors for a compound helicopter were investigated by means of unsteady CFD sim- ulations. The helicopter featured a box-wing design for additional lift in cruise and wingtip-mounted lateral rotors in pusher configuration for additional thrust in cruise and counter-torque in hover. It was found that propeller per- formance installation effects for a compound helicopter are highly beneficial in cruise, while some penalties exist in extreme and specific cases in hover and autorotation. In cruise the main interaction was between the wing and lateral rotors, resulting in a propulsive efficiency increase up to 10:6% due to wingtip vortex energy recovery. In hover the main rotor slipstream resulted in a near perpendicular inflow to the lateral rotors, with a disturbance from the wings due to the deflection of the main rotor slipstream. For higher than nominal lateral rotor thrust settings, this resulted in a performance penalty. In autorotation a small power installation penalty was present due to inflow disturbances. NOTATION Dpt Total pressure difference w.r.t. freestream d f Flap deflection CD Drag coefficient hp Propulsive efficiency hp = TV¥=P CL Lift coefficient j Blade phase angle P 3 5 CP Power coefficient CP = =r¥n Dp Cp Pressure coefficient Subscripts T 2 4 CT Thrust coefficient CT = =r¥n Dp a Axial c Chord inst Installed Dp Propeller diameter iso Isolated E Richardson extrapolation uncertainty mr Main rotor hhover Hover altitude p Propeller L CFD domain length t Tangential n Rotational speed ¥ Freestream P Shaft power q Dynamic pressure INTRODUCTION R Radius r Radial coordinate A compound helicopter is a helicopter where the function of T Thrust the main rotor of providing lift and thrust is supported by V Velocity different means. Following Yeo and Johnson (Ref.1) com- p2T 2 Vd Downwash farfield velocity Vd = mr=r¥pRmr pounding can be split in lift compounding by the addition of y+ Dimensionless wall distance wings to the fuselage and thrust compounding by the addition of propulsive devices. Combined lift and thrust compound- Greek ing is often called full compounding. The goal is to expand a Angle of attack the flight envelope, especially improve the high speed capabil- ity of the helicopter while maintaining a helicopters efficient Presented at the AHS International 74th Annual Forum & hover advantage over fixed wing aircraft. Technology Display, Phoenix, Arizona, USA, May 14–17, 2018. Copyright c 2018 by AHS International, Inc. All rights reserved. As part of the Clean Sky 2 (CS2) research programme, the 1 right upper wing right nacelle right propeller in Figure2 (b). Bending moments of the propeller blades due to this skewed inflow may be significant (Ref.3). Further- fuselage more, a propeller close to the main rotor may affect the rotor right spinner flapping amplitude and bending moments due to its pressure V field, as is known from the extensive experimental investiga- ∞ tion of Bain and Landgrebe (Ref.7). Not only the propellers right lower wing but also the wings experience a large variation of angle of at- left upper wing tack in the flight envelope as shown by Lynn (Ref.8). The wings may cause an additional disturbance to the inflow of the propellers. Because of these unknowns, the impact of this left lower wing complex interactional flow on the propeller performance and left nacelle unsteady aerodynamic loading is investigated. This will pro- left propeller left spinner vide the necessary insight for mitigation of possible problems by propeller blade shape optimisation. Fig. 1: Sketch of the Airbus RACER without tailplanes. Airbus RACER (Rapid And Cost-Effective Rotorcraft) is be- ing developed. This full compound helicopter design is opti- mized for a cruise speed of 220 kts (Ref.2). Figure1 shows a sketch of the helicopter with its tailplanes removed. Addi- tional lift in the cruise condition is provided by a box-wing design, while wingtip-mounted lateral rotors in pusher con- figuration provide additional thrust in the cruise condition (a) Interaction in the cruise condition. and counter-torque in the hover condition. The box-wing de- sign reduces the overall surface affected by the downwash Tmr from the main rotor in hover while providing the required lift in cruise. As part of the CS2 PROPTER project (Sup- port to aerodynamic analysis and design of propellers of a T compound helicopter), this paper investigates the effects of p installation on the lateral rotor performance, focusing on the aerodynamic interaction with the box-wings and main rotor slipstream. For this research an extensive amount of unsteady Reynolds-averaged Navier-Stokes (RANS) CFD simulations have been performed. Comparison with simulation results of (b) Interaction in the hover condition. the isolated propellers provides the necessary insight into the propeller installation effects. For improved reading of the pa- Fig. 2: Main rotor and propeller aerodynamic interaction. per the lateral rotors will be referred to as propellers. Furthermore, at low speed conditions the right propeller needs In the cruise condition the aerodynamic interaction between to provide reverse thrust for counter-torque. Reverse propeller the main rotor and propellers is limited since their slipstreams thrust flow phenomena are not well described in literature, are separated, as sketched in Figure2 (a). Orchard and New- apart from the experimental investigation by Roosenboom and man (Ref.3) underline that propellers are particularly advan- Schroder¨ (Ref.9). This paper provides some insight in reverse tageous as propulsion device for compound helicopters con- thrust performance effects for compound helicopters. sidering their high efficiency at the moderate cruising speed. An additional efficiency advantage for these propellers can be expected because of the installation on the wingtip in pusher COMPUTATIONAL SETUP configuration, potentially resulting in wingtip vortex energy A perspective view of the simulated body is sketched in Figure recovery by the propellers and wing induced drag reduction 1. The helicopter fuselage with box-wings was simulated with (Refs.4–6). The impact of the novel box-wings on these ef- two fully resolved six-bladed tip-mounted propellers turning ficiency benefits is investigated in this paper, including the inboard-up, all represented by no-slip walls. All four wing effect of trailing edge flap deflection on all four wing halves. halves were equipped with plain flaps over the majority of the These flaps allow a change in the ratio of wing lift to main span. In the remainder of the paper this body without the pro- rotor lift in forward flight. peller blades is referred to as the airframe. The model was Although propellers may be beneficial in the cruise condition simplified by removal of the tailplanes and the time-averaged where the main rotor slipstream generally passes over them, effect of the main rotor was introduced by an actuator disk the lack of shielding of the propellers may pose a problem at implementation that introduces radially and circumferentially low airspeed and particularly in the hover condition where the varying momentum and energy jump conditions based on pro- main rotor slipstream impinges on the propellers as sketched vided blade loading distributions. The domain for the cruise 2 and autorotation condition and the enlarged domain for the PERIODICITY AND GRID CONVERGENCE hover condition are sketched in Figure3. For the cruise and autorotation condition the dimension in the freestream direc- Solutions of the aerodynamic loading were expected to be in tion L was chosen larger than the other dimensions
Recommended publications
  • Effectiveness of the Compound Helicopter Configuration in Rotorcraft Performance Increase

    Effectiveness of the Compound Helicopter Configuration in Rotorcraft Performance Increase

    transactions on aerospace research 4(261) 2020, pp.81-106 DOI: 10.2478/tar-2020-0023 eISSN 2545-2835 effectiveness of the compound helicopter configuration in rotorcraft performance increase Jarosław stanisławski Retired doctor of technical sciences [email protected] • ORCID: 0000-0003-1629-4632 abstract The article presents the results of calculations applied to compare flight envelopes of varying helicopter configurations. Performance of conventional helicopter with the main and tail rotors, in the case of compound helicopter, can be improved by applying wings and pusher propellers which generate an additional lift and horizontal thrust. The simplified model of a helicopter structure, consisting of a stiff fuselage and the main rotor treated as a stiff disk, is applied for evaluation of the rotorcraft performance and the required range of control system deflections. The more detailed model of deformable main rotor blades, applying the Galerkin method, is used to calculate rotor loads and blade deformations in defined flight states. The calculations of simulated flight states are performed considering data of a hypothetical medium class helicopter with the take-off mass of 6,000kg. In the case of both of the helicopter configurations, the articulated main rotor hub is taken under consideration. According to the Galerkin method, the elastic blade model allows to compute blade deformations as a combination of the blade bending and torsional eigen modes. Introduction of additional wing and pusher propellers allows to increase the range of operational speed over 300 km/h. Results of the simulation are presented as time- runs of rotor loads and blade deformations and in a form of disk distribution plots of rotor parameters.
  • A Numerical Approach for Implementing Air Intakes in a Canard Type Aircraft for Engine Cooling Purposes

    A Numerical Approach for Implementing Air Intakes in a Canard Type Aircraft for Engine Cooling Purposes

    https://doi.org/10.1590/jatm.v13.1192 ORIGINAL PAPER A Numerical Approach for Implementing Air Intakes in a Canard Type Aircraft for Engine Cooling Purposes Odenir de Almeida1,* , Pedro Correa Souza1 , Erick Cunha2 1.Universidade Federal de Uberlândia – Faculdade de Engenharia Mecânica – Centro de Pesquisa em Aerodinâmica Experimental – Uberlândia/MG – Brazil. 2.Fábrica Brasileira de Aeronaves – Uberlândia/MG – Brazil *Corresponding author: [email protected] ABSTRACT This work presents selected results of an unconventional aircraft development campaign. Engine installation at the rear part of the fuselage imposed design constraints for air intakes that should be used for cooling purposes. Trial and error flight tests increased the development cost and time which required a more sophisticated analysis through computational fluid dynamics (CFD) techniques and robust semiempirical approach. The carried-out investigation of the air intakes started with an empirical approach from guidelines for designing NACA and scoops. Numerical studies via computational fluid dynamics were performed with the air intakes installed in the aircraft fuselage. An analysis based on the air intake efficiency, drag and the effect of angle of attack are detailed in this work. Different air intakes designs, such as scoops of different shapes, were evaluated seeking for improved air intake efficiency and low drag while providing enough air for cooling the engine compartment. The results showed that the numerical approach used herein decreased the development cost and time of the aircraft, providing a reasonable low-cost approach and leading to a design selection more easily. Based on the current approach the canard airplane geometry was changed to account for the new selected air intake for engine cooling purposes.
  • The Design and Development of a Human-Powered

    The Design and Development of a Human-Powered

    THE DESIGN AND DEVELOPMENT OF A HUMAN-POWERED AIRPLANE A THESIS Presented to the Faculty of the Graduate Division "by James Marion McAvoy^ Jr. In Partial Fulfillment of the Requirements for the Degree Master of Science in Aerospace Engineering Georgia Institute of Technology June _, 1963 A/ :o TEE DESIGN AND DETERMENT OF A HUMAN-POWERED AIRPLANE Approved: Pate Approved "by Chairman: M(Ly Z7. /q£3 In presenting the dissertation as a partial fulfillment of the requirements for an advanced degree from the Georgia Institute of Technology, I agree that the Library of the Institution shall make it available for inspection and circulation in accordance with its regulations governing materials of this type. I agree that permission to copy from, or to publish from, this dissertation may he granted by the professor under whose direction it was written, or, in his absence, by the dean of the Graduate Division when such copying or publication is solely for scholarly purposes and does not involve potential financial gain. It is under­ stood that any copying from, or publication of, this disser­ tation which involves potential financial gain will not be allowed without written permission. i "J-lW* 11 ACKNOWLEDGMENTS The author wishes to express his most sincere appreciation to Pro­ fessor John J, Harper for acting as thesis advisor, and for his ready ad­ vice at all times. Thanks are due also to Doctor Rohin B. Gray and Doctor Thomas W. Jackson for serving on the reading committee and for their help and ad­ vice . Gratitude is also extended to,all those people who aided in the construction of the MPA and to those who provided moral and physical sup­ port for the project.
  • Design Study of Technology Requirements for High Performance Single-Propeller- Driven Business Airplanes

    Design Study of Technology Requirements for High Performance Single-Propeller- Driven Business Airplanes

    3 1176 01346 2362 ! NASA Contractor Report 3863 NASA-CR-386319850007383 Design Study of Technology Requirements for High Performance Single-Propeller- Driven Business Airplanes David L. Kohlman and James Hammer CONTRACT NAS1-16363 JANUARY 1985 N/ A NASA Contractor Report 3863 Design Study of Technology Requirements for High Performance Single-Propeller- Driven Business Airplanes David L. Kohlman and James Hammer Flight Research Laboratory University of Kansas Center for Research, Inc. Lawrence, Kansas Prepared for Langley Research Center under Contract NAS1-16363 N/ A National Aeronautics and Space Administration Scientific and Technical InformationBranch 1985 TABLE OF CONTENTS Page i. INTRODUCTION .............................................. 1 2. NOMENCLATURE .............................................. 5 3. BASELINE CONFIGURATION ANALYSIS ........................... 7 3.1 Description of Baseline Configuration ................ 7 3.2 Effect of Aspect Ratio ............................... ii 3.3 Effect of Wing Loading ............................... 12 3.4 Effect of Wing Natural Laminar Flow .................. 15 3.5 Effect of Fuselage Drag .............................. 19 4. PROPULSION SYSTEM ANALYSIS ................................. 31 4.1 GATE Engine ........................................... 32 4.1.1 Description of Engine .......................... 32 4.1.2 GASP Engine Routine ............................ 33 4.2 Very Advanced Reciprocating Engine (Spark Ignited), (SIR) ............................... 36 4.3 Very Advanced Diesel
  • Design and Development of a Multi- Mission UAS Through Modular Component Integration and Additive Manufacturing

    Design and Development of a Multi- Mission UAS Through Modular Component Integration and Additive Manufacturing

    Design and Development of a Multi- Mission UAS through Modular Component Integration and Additive Manufacturing A project present to The Faculty of the Department of Aerospace Engineering San Jose State University in partial fulfillment of the requirements for the degree Master of Science in Aerospace Engineering By Kim Lau August, 2018 approved by Dr. Nikos Mourtos Faculty Advisor 2 Table of Contents 1. Introduction ........................................................................................................................5 1.1. Motivation .................................................................................................................5 1.2. Literature Review .....................................................................................................5 1.2.1. UAV Design and Development Trends ...........................................................5 1.2.2. Push for Modularity .........................................................................................7 1.2.3. Additive Manufacturing ...................................................................................8 1.3. Project Proposal ........................................................................................................11 1.4. Methodology .............................................................................................................11 2. Design Process ...................................................................................................................12 2.1. Mission Specification and
  • The Voisin Biplane by Robert G

    The Voisin Biplane by Robert G

    THE VOISIN BIPLANE BY ROBERT G. WALDVOGEL A single glance at the Voisin Biplane reveals exactly what one would expect of a vintage aircraft: a somewhat ungainly design with dual, fabric-covered wings; a propeller; an aerodynamic surface protruding ahead of its airframe; and a boxy, kite-resembling tail. But, by 1907 standards, it had been considered “advanced.” Its designer, Gabriel Voisin, son of a provincial engineer, was born in Belleville, France, in 1880, initially demonstrating mechanical and aeronautical aptitude through his boat, automobile, and kite interests. An admirer of Clement Ader, he trained as an architect and draftsman at the Ecole des Beaux-Arts in Lyon, and was later introduced to Ernest Archdeacon, a wealthy lawyer and aviation enthusiast, who subsequently commissioned him to design a glider. Using inaccurate and incomplete drawings of the Wright Brothers’ 1902 glider published in L’Aerophile, the Aero-Club’s journal, Voisin constructed an airframe in January of 1904 which only bore a superficial resemblance to its original. Sporting dual wings subdivided by vertical partitions, a forward elevating plane, and a two-cell box-kite tail, it was devoid of the Wright-devised wing- warping method, and therefore had no means by which lateral control could be exerted. Two-thirds the size of the original, it was 40 pounds lighter. Supported by floats and tethered to a Panhard-engined racing boat, the glider attempted its first fight from the Seine River on June 8, 1905, as described by Voisin himself. “Gradually and cautiously, (the helmsman) took up the slack of my towing cable…” he had written.
  • The Modern Resurgence of a Misunderstood Machine

    The Modern Resurgence of a Misunderstood Machine

    FEATURE THE MODERN RESURGENCE OF A MISUNDERSTOOD MACHINE STORY BY BETH E. STANTON PHOTOGRAPHY BY CHRIS MILLER AT FIRST GLANCE, GYROPLANES LOOK LIKE A FUNKY CROSS BETWEEN A HELICOPTER AND AN AIRPLANE. While sharing aspects of both, they combine a unique blend of flight characteristics into one exhilarating-to-fly package. There is a standard in the industry known as the Gyroplane Grin. After his first flight in a gyroplane at EAA AirVenture Oshkosh 2018, Jim Antes, EAA Lifetime 1170562, was hooked. 78 March 2019 Alvee has no pilot experience but loved his gyroplane ride. www.eaa.org 79 “ALL IT TOOK WAS ONE FLIGHT, AND I HAD TO BUY THAT GYRO,” HE SAID. “I COULDN’T GET THE SMILE OFF MY FACE.” Gyroplanes can take off and land in short distances and fly in wind and turbulence that keeps fixed-wing aircraft on the ground. They can fly low and slow or cruise along at around 100 mph. They are highly maneuverable, can- not stall or spin, and, since they’re always in auto-rotation, they gradually descend to a land- ing spot in the event of an engine failure. Gyroplanes are a niche within a niche of rotorcraft and have been the outcasts of general aviation for decades. “We’re always sort of outcasts anyway being a rotorcraft,” gyroplane pilot Paul Minear said. “Then“ flying this thing that’s really unusual, we’re reallyr on the fringe of things.” MISCONCEPTIONS MISCONCEPTIONS ABOUT GYROPLANES span GYROPLANEGYROPLANE GEMSGEMS ROTOR FLIGHT DYNAMICS DOMINATOR / N559RD opposite ends of the spectrum, from so easy you can teach yourself to fly to the notion that they are difficult and dangerous.
  • Russian Helicopters to Make Aircraft for Regional

    Russian Helicopters to Make Aircraft for Regional

    www.aeromag.in n March - April 2018 | Vol 12 | Issue 2 HAL Invites Private Players to Manufacture ALH Dhruv in association with Society of Indian Aerospace Technologies & Industries Advertising is all about visibility We provide you the Maximum Advertise with AEROMAG Official Show Dailies For details Contact : Preethi M | Email: [email protected] | [email protected] Mob: +91 9448447509 1 AEROSPACE th 5 DEFENCE Edition DIRECTORY A Compendium of Aerospace & Defence Industries in association with SOCIETY OF DEFENCE TECHNOLOGISTS 2018 -19 4A Unique Platform Connecting Aerospace & Defence Industries Globally 4More than 1200 Company Profiles 4Contact Address, Product Details 4Details of R & D Facilites 4List of Indian and Overseas Partners 4Certification Details 4Joint Venture Partner Details Pre - Publication Offer 4DPSU, DRDO, Private Industry Listing Cost : Rs. 2000 + 12% GST 4Product, Category Wise Indexing For Copies of the Directory Please Contact: Email : [email protected] Mob : +91 9448447509 / 9449061925 / 9480551925, Tel : +91 - 80-25284145 AEROMAG ASIA Aeronautical Society of India Building, Suranjandas Rd, Off Old Madras Rd, Bangalore - 560 075, Karnataka, India EOS GmbH India Branch Office( Electro Optical Systems)No.36, Sivananda Nagar, Kolathur| T : +91 80 25604055 / 9449061925. Email :[email protected] | www.aeromag.in 2 Chennai-600 099, IndiaPhone +91 443 964 8000 | 3 Fax +9144 3964 8099 | Mobile:+91984 003 3223 formnext_AufstellerA5_Linde.Liebherr.Ariane.Nextgeneration.Tireapplication.indd 3 09.11.2017 11:24:25 EDITORIAL The tenth edition Def expo India , the biennial Land, Naval and Internal Homeland Security Systems Exhibition, to be held at Chennai, Tamil Nadu, Content Editorial Advisory Board from 11th to 14th April 2018 offers an excellent 6 Countdown Begins for Defexpo 2018 Dr.
  • Design of an Unmanned Aerial Vehicle for Long-Endurance Communication Support

    Design of an Unmanned Aerial Vehicle for Long-Endurance Communication Support

    AIAA 2017-4148 AIAA AVIATION Forum 5-9 June 2017, Denver, Colorado 18th AIAA/ISSMO Multidisciplinary Analysis and Optimization Conference Design of an Unmanned Aerial Vehicle for Long-Endurance Communication Support Berk Ozturk,∗ Michael Burton,∗ Ostin Zarse,y Warren Hoburg,z Mark Drela,x John Hansmanx A long-endurance, medium-altitude unmanned aerial vehicle (UAV) was designed to provide communication support to areas lacking communication infrastructure. Current solutions involve larger, more costly aircraft that carry heavier payloads and have maximum flight durations of less than 36 hours. The presented design would enable a 5.6 day mission with a 10 lb, 100 W communications payload, providing coverage over an area 100 km in diameter. A geometric program was used to size the aircraft, which is a piston-engine unmanned aircraft with a 24 ft wingspan, and a takeoff weight of 147 lbs. The airframe is designed to be modular, which allows for fast and easy transportation and assembly for an operating crew of four to six. The aircraft can station-keep in 90% of global wind conditions at an altitude of 15,000 ft. Nomenclature ADS-B Automatic Dependent LOS line-of-sight Surveillance-Broadcast MSL mean sea level BLOS beyond line-of-slight MTOW maximum takeoff weight BSFC brake specific fuel consumption PMU power management unit CG center of gravity RC remote control GP geometric program RPM revolutions per minute ECU engine control unit STP standard temperature and pressure FAA Federal Aviation Administration UAV unmanned aerial vehicle FAR Federal Aviation Regulations UHF ultra-high frequency GPS Global Positioning System IC internal combustion I.
  • Conceptual and Preliminary Design of a Long Endurance Electric UAV

    Conceptual and Preliminary Design of a Long Endurance Electric UAV

    Conceptual and Preliminary Design of a Long Endurance Electric UAV Luís Miguel Almodôvar Parada Thesis to obtain the Master of Science Degree in Aerospace Engineering Supervisor: Prof. André Calado Marta Examination Committee Chairperson: Prof. Filipe Szolnoky Ramos Pinto Cunha Supervisor: Prof. André Calado Marta Member of the Committee: Dr. José Lobo do Vale November 2016 ii Pela minha fam´ılia, por ter permanecido. iii iv Acknowledgments First of all, I would like to express my gratitude to my thesis supervisor, professor Andre´ Calado Marta, for all technical guidance, patience and moral support throughout the period of time it took me to write this document. Moving on to the extracurricular plan, a word of appreciation is due to the Autonomous Section of Applied Aeronautics (S3A). It was thanks to the work developed at this hands-on organization of students that I started gaining interest in model aircraft, which made me look at this thesis subject twice. Furthermore, I want to thank a few friends and acquaintances that helped me through my academic life. Borrowed class notes, car rides, sleepless nights working for course projects, miraculous pieces of code, etc... all genuine contributions mattered. Finally, I must dedicate this work to my family, the foundation that allowed me to harvest a higher education level. To my parents, for supporting me financially and emotionally, while respecting my decisions and daily struggles. To my grandparents, for diligently nurturing me over the years with all the resilience they could possibly seed. And last but not least, to my brother and to my sister, for being the best distractions of my life.
  • Airplane Design(Aerodynamic) Prof. EG Tulapurkara Chapter-1

    Airplane Design(Aerodynamic) Prof. EG Tulapurkara Chapter-1

    Airplane design(Aerodynamic) Prof. E.G. Tulapurkara Chapter-1 Chapter 1 Lecture 2 Introduction - 2 Topics 1.5 Classification of airplanes according to configuration 1.5.1 Classification of airplanes based on wing configuration 1.5.2 Classification of airplanes based on fuselage 1.5.3 Classification of airplanes based on horizontal stabilizer 1.5.4 Classification of airplanes based on number of engines and their location 1.6 Factors affecting the configuration 1.6.1 Aerodynamic considerations – drag, lift and interference 1.6.2 Low structural weight 1.6.3 Layout peculiarities 1.6.4 Manufacturing processes 1.6.5 Cost and operational economics - Direct operating cost (DOC) and Indirect operating cost (IOC) 1.6.6 Interaction of various factors 1.7 Brief historical background 1.7.1 Early developments 1.5 Classification of airplanes according to configuration This classification is based on the following features of the configuration. a) Shape, number and position of wing. b) Type of fuselage. c) Location of horizontal tail. d) Location and number of engines. Dept. of Aerospace Engg., Indian Institute of Technology, Madras 1 Airplane design(Aerodynamic) Prof. E.G. Tulapurkara Chapter-1 The different types of configurations are shown in Fig.1.2. As an exercise the student is advised to study, at this stage, various types of airplanes from Jane's all the world aircraft (Ref.1.21). Fig.1.2 Types of airplanes(cont.) Dept. of Aerospace Engg., Indian Institute of Technology, Madras 2 Airplane design(Aerodynamic) Prof. E.G. Tulapurkara Chapter-1 Fig.1.2 Types of airplanes 1.5.1 Classification of airplanes based on wing configuration Early airplanes had two or more wings e.g.
  • Daily News the European Rotorcraft Technology Launchpad

    Daily News the European Rotorcraft Technology Launchpad

    DAILY NEWS THE EUROPEAN ROTORCRAFT TECHNOLOGY LAUNCHPAD Airbus dominates DAY THREE 18 OCT 2018 show orders count HIGHLIGHTS Safe and sound Page 14 Ensuring the safety of helicopter crews can be achieved through a variety of measures that industry is continuously developing. Photo: Tony Skinner Having announced an impressive haul of 19 position, with 70% share – which is, of orders during Helitech International, largely course, great for the company,’ he said. buoyed by light single and light twin returns, ‘At the same time, when it comes to oil and Airbus continues to consolidate its strong gas, things are still challenging but showing Heavy metal global civil helicopter market position. signs of recovery. From my perspective, it will Page 20 Breaking the contracts down, the company take time. There is still over-capacity in the is set to deliver up to six H135s to air rescue market and real demand will take time.’ Are we likely to see heavy operator Royal Dutch Touring Club ANWB, as Stressing the need to address the entire models fade away as focus part of a framework agreement signed this helicopter market across light, medium and shifts towards the next week, while a split of three light single and heavy types, Even explained that Airbus will generation of fl ight? three light twin aircraft have been agreed not simply prioritise one segment over another. with French Alps civil operator SAF Group. ‘The core of our strategy is to be in a position to A further four H125s have been ordered address – with our large portfolio of products – by Norwegian operator Helitrans and will be all the needs of the market.