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6. Aerodynamic-Center Considerations of Wings I
m 6. AERODYNAMIC-CENTER CONSIDERATIONS OF WINGS I AND WING-BODY COMBINATIONS By John E. Lsmar and William J. Afford, Jr. NASA Langley Research Center SUMMARY Aerodynamic-center variations with Mach number are considered for wings of different planform. The normalizing parameter used is the square root of the wing area, which provides a more meaningful basis for comparing the aerodynamic-center shifts than does the mean geometric chord. The theoretical methods used are shown to be adequate for predicting typical aerodynamlc-center shifts, and ways of minimizing the shifts for both fixed and variable-sweep wings are presented. INTRODUCTION In the design of supersonic aircraft, a detailed knowledge of the aerodynamlc-center position is important in order to minimize trim drag, maximize load-factor capability, and provide acceptable handling qualities. One of the principal contributions to the aerodynamic-center movement is the well-known change in load distributionwithMach number in going from subsonic to supersonic speeds. In addition, large aerodynamic-center var- iations are quite often associated with variable-geometry features such as variable wing sweep. The purpose of this paper is to review the choice of normalizing param- eters and the effects of Mach number on the aerodynamic-center movement of rigid wing-body combinations at low lift. For fixed wings the effects of both conventional and composite planforms on the aerodynamic-center shift are presented, and for variable-sweepwings the characteristic movements of aerodynamlc-center position wlth pivot location and with variable-geometry apex are discussed. Since systematic experimental investigations of the effects of planform on the aerodynamic-center movement with Mach number are still limited, the approach followed herein is to establish the validity of the computative processes by illustrative comparison wlth experiment and then to rely on theory to show the systematic variations. -
Enhancing General Aviation Aircraft Safety with Supplemental Angle of Attack Systems
University of North Dakota UND Scholarly Commons Theses and Dissertations Theses, Dissertations, and Senior Projects January 2015 Enhancing General Aviation Aircraft aS fety With Supplemental Angle Of Attack Systems David E. Kugler Follow this and additional works at: https://commons.und.edu/theses Recommended Citation Kugler, David E., "Enhancing General Aviation Aircraft aS fety With Supplemental Angle Of Attack Systems" (2015). Theses and Dissertations. 1793. https://commons.und.edu/theses/1793 This Dissertation is brought to you for free and open access by the Theses, Dissertations, and Senior Projects at UND Scholarly Commons. It has been accepted for inclusion in Theses and Dissertations by an authorized administrator of UND Scholarly Commons. For more information, please contact [email protected]. ENHANCING GENERAL AVIATION AIRCRAFT SAFETY WITH SUPPLEMENTAL ANGLE OF ATTACK SYSTEMS by David E. Kugler Bachelor of Science, United States Air Force Academy, 1983 Master of Arts, University of North Dakota, 1991 Master of Science, University of North Dakota, 2011 A Dissertation Submitted to the Graduate Faculty of the University of North Dakota in partial fulfillment of the requirements for the degree of Doctor of Philosophy Grand Forks, North Dakota May 2015 Copyright 2015 David E. Kugler ii PERMISSION Title Enhancing General Aviation Aircraft Safety With Supplemental Angle of Attack Systems Department Aviation Degree Doctor of Philosophy In presenting this dissertation in partial fulfillment of the requirements for a graduate degree from the University of North Dakota, I agree that the library of this University shall make it freely available for inspection. I further agree that permission for extensive copying for scholarly purposes may be granted by the professor who supervised my dissertation work or, in his absence, by the Chairperson of the department or the dean of the School of Graduate Studies. -
The Effects of Design, Manufacturing Processes, and Operations Management on the Assembly of Aircraft Composite Structure by Robert Mark Coleman
The Effects of Design, Manufacturing Processes, and Operations Management on the Assembly of Aircraft Composite Structure by Robert Mark Coleman B.S. Civil Engineering Duke University, 1984 Submitted to the Sloan School of Management and the Department of Aeronautics and Astronautics in Partial Fulfillment of the Requirements for the Degrees of Master of Science in Management and Master of Science in Aeronautics and Astronautics in conjuction with the LEADERS FOR MANUFACTURING PROGRAM at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY June 1991 © 1991, MASSACHUSETTS INSTITUTE OF TECHNOLOGY ALL RIGHTS RESERVED Signature of Author_ .• May, 1991 Certified by Stephen C. Graves Professor of Management Science Certified by A/roJ , Paul A. Lagace Profes s Aeron icand Astronautics Accepted by Jeffrey A. Barks Associate Dean aster's and Bachelor's Programs I.. Jloan School of Management Accepted by - No U Professor Harold Y. Wachman Chairman, Department Graduate Committee Aero Department of Aeronautics and Astronautics MASSACHiUSEITS INSTITUTE OFN Fr1 1'9n.nry JUJN 12: 1991 1 UiBRARIES The Effects of Design, Manufacturing Processes, and Operations Management on the Assembly of Aircraft Composite Structure by Robert Mark Coleman Submitted to the Sloan School of Management and the Department of Aeronautics and Astronautics in Partial Fulfillment of the Requirements for the Degrees of Master of Science in Management and Master of Science in Aeronautics and Astronautics June 1991 ABSTRACT Composite materials have many characteristics well-suited for aerospace applications. Advanced graphite/epoxy composites are especially favored due to their high stiffness, strength-to-weight ratios, and resistance to fatigue and corrosion. Research emphasis to date has been on the design and fabrication of composite detail parts, with considerably less attention given to the cost and quality issues in their subsequent assembly. -
Sailing for Performance
SD2706 Sailing for Performance Objective: Learn to calculate the performance of sailing boats Today: Sailplan aerodynamics Recap User input: Rig dimensions ‣ P,E,J,I,LPG,BAD Hull offset file Lines Processing Program, LPP: ‣ Example.bri LPP_for_VPP.m rigdata Hydrostatic calculations Loading condition ‣ GZdata,V,LOA,BMAX,KG,LCB, hulldata ‣ WK,LCG LCF,AWP,BWL,TC,CM,D,CP,LW, T,LCBfpp,LCFfpp Keel geometry ‣ TK,C Solve equilibrium State variables: Environmental variables: solve_Netwon.m iterative ‣ VS,HEEL ‣ TWS,TWA ‣ 2-dim Netwon-Raphson iterative method Hydrodynamics Aerodynamics calc_hydro.m calc_aero.m VS,HEEL dF,dM Canoe body viscous drag Lift ‣ RFC ‣ CL Residuals Viscous drag Residuary drag calc_residuals_Newton.m ‣ RR + dRRH ‣ CD ‣ dF = FAX + FHX (FORCE) Keel fin drag ‣ dM = MH + MR (MOMENT) Induced drag ‣ RF ‣ CDi Centre of effort Centre of effort ‣ CEH ‣ CEA FH,CEH FA,CEA The rig As we see it Sail plan ≈ Mainsail + Jib (or genoa) + Spinnaker The sail plan is defined by: IMSYC-66 P Mainsail hoist [m] P E Boom leech length [m] BAD Boom above deck [m] I I Height of fore triangle [m] J Base of fore triangle [m] LPG Perpendicular of jib [m] CEA CEA Centre of effort [m] R Reef factor [-] J E LPG BAD D Sailplan modelling What is the purpose of the sails on our yacht? To maximize boat speed on a given course in a given wind strength ‣ Max driving force, within our available righting moment Since: We seek: Fx (Thrust vs Resistance) ‣ Driving force, FAx Fy (Side forces, Sails vs. Keel) ‣ Heeling force, FAy (Mx (Heeling-righting moment)) ‣ Heeling arm, CAE Aerodynamics of sails A sail is: ‣ a foil with very small thickness and large camber, ‣ with flexible geometry, ‣ usually operating together with another sail ‣ and operating at a large variety of angles of attack ‣ Environment L D V Each vertical section is a differently cambered thin foil Aerodynamics of sails TWIST due to e.g. -
Use of Rudder on Boeing Aircraft
12ADOBL02 December 2011 Use of rudder on Boeing aircraft According to Boeing the Primary uses for rudder input are in crosswind operations, directional control on takeoff or roll out and in the event of engine failure. This Briefing Leaflet was produced in co-operation with Boeing and supersedes the IFALPA document 03SAB001 and applies to all models of the following Boeing aircraft: 707, 717, 727, 737, 747, 757, 767, 777, 787, DC-8, DC-9, DC-10, MD-10, md-11, MD-80, MD-90 Sideslip Angle Fig 1: Rudder induced sideslip Background As part of the investigation of the American Airlines Flt 587 crash on Heading Long Island, USA the United States National Transportation Safety Board (NTSB) issued a safety recommendation letter which called Flight path for pilots to be made aware that the use of “sequential full opposite rudder inputs can potentially lead to structural loads that exceed those addressed by the requirements of certification”. Aircraft are designed and tested based on certain assumptions of how pilots will use the rudder. These assumptions drive the FAA/EASA, and other certifica- tion bodies, requirements. Consequently, this type of structural failure is rare (with only one event over more than 45 years). However, this information about the characteristics of Boeing aircraft performance in usual circumstances may prove useful. Rudder manoeuvring considerations At the outset it is a good idea to review and consider the rudder and it’s aerodynamic effects. Jet transport aircraft, especially those with wing mounted engines, have large and powerful rudders these are neces- sary to provide sufficient directional control of asymmetric thrust after an engine failure on take-off and provide suitable crosswind capability for both take-off and landing. -
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. -
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. -
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. -
Aerodynamic Characteristics of Naca 0012 Airfoil Section at Different Angles of Attack
AERODYNAMIC CHARACTERISTICS OF NACA 0012 AIRFOIL SECTION AT DIFFERENT ANGLES OF ATTACK SUPREETH NARASIMHAMURTHY GRADUATE STUDENT 1327291 Table of Contents 1) Introduction………………………………………………………………………………………………………………………………………...1 2) Methodology……………………………………………………………………………………………………………………………………….3 3) Results……………………………………………………………………………………………………………………………………………......5 4) Conclusion …………………………………………………………………………………………………………………………………………..9 5) References…………………………………………………………………………………………………………………………………………10 List of Figures Figure 1: Basic nomenclature of an airfoil………………………………………………………………………………………………...1 Figure 2: Computational domain………………………………………………………………………………………………………………4 Figure 3: Static Pressure Contours for different angles of attack……………………………………………………………..5 Figure 4: Velocity Magnitude Contours for different angles of attack………………………………………………………………………7 Fig 5: Variation of Cl and Cd with alpha……………………………………………………………………………………………………8 Figure 6: Lift Coefficient and Drag Coefficient Ratio for Re = 50000…………………………………………………………8 List of Tables Table 1: Lift and Drag coefficients as calculated from lift and drag forces from formulae given above……7 Introduction It is a fact of common experience that a body in motion through a fluid experience a resultant force which, in most cases is mainly a resistance to the motion. A class of body exists, However for which the component of the resultant force normal to the direction to the motion is many time greater than the component resisting the motion, and the possibility of the flight of an airplane depends on the use of the body of this class for wing structure. Airfoil is such an aerodynamic shape that when it moves through air, the air is split and passes above and below the wing. The wing’s upper surface is shaped so the air rushing over the top speeds up and stretches out. This decreases the air pressure above the wing. The air flowing below the wing moves in a comparatively straighter line, so its speed and air pressure remain the same. -
CHAPTER TWO - Static Aeroelasticity – Unswept Wing Structural Loads and Performance 21 2.1 Background
Static aeroelasticity – structural loads and performance CHAPTER TWO - Static Aeroelasticity – Unswept wing structural loads and performance 21 2.1 Background ........................................................................................................................... 21 2.1.2 Scope and purpose ....................................................................................................................... 21 2.1.2 The structures enterprise and its relation to aeroelasticity ............................................................ 22 2.1.3 The evolution of aircraft wing structures-form follows function ................................................ 24 2.2 Analytical modeling............................................................................................................... 30 2.2.1 The typical section, the flying door and Rayleigh-Ritz idealizations ................................................ 31 2.2.2 – Functional diagrams and operators – modeling the aeroelastic feedback process ....................... 33 2.3 Matrix structural analysis – stiffness matrices and strain energy .......................................... 34 2.4 An example - Construction of a structural stiffness matrix – the shear center concept ........ 38 2.5 Subsonic aerodynamics - fundamentals ................................................................................ 40 2.5.1 Reference points – the center of pressure..................................................................................... 44 2.5.2 A different -
Electrically Heated Composite Leading Edges for Aircraft Anti-Icing Applications”
UNIVERSITY OF NAPLES “FEDERICO II” PhD course in Aerospace, Naval and Quality Engineering PhD Thesis in Aerospace Engineering “ELECTRICALLY HEATED COMPOSITE LEADING EDGES FOR AIRCRAFT ANTI-ICING APPLICATIONS” by Francesco De Rosa 2010 To my girlfriend Tiziana for her patience and understanding precious and rare human virtues University of Naples Federico II Department of Aerospace Engineering DIAS PhD Thesis in Aerospace Engineering Author: F. De Rosa Tutor: Prof. G.P. Russo PhD course in Aerospace, Naval and Quality Engineering XXIII PhD course in Aerospace Engineering, 2008-2010 PhD course coordinator: Prof. A. Moccia ___________________________________________________________________________ Francesco De Rosa - Electrically Heated Composite Leading Edges for Aircraft Anti-Icing Applications 2 Abstract An investigation was conducted in the Aerospace Engineering Department (DIAS) at Federico II University of Naples aiming to evaluate the feasibility and the performance of an electrically heated composite leading edge for anti-icing and de-icing applications. A 283 [mm] chord NACA0012 airfoil prototype was designed, manufactured and equipped with an High Temperature composite leading edge with embedded Ni-Cr heating element. The heating element was fed by a DC power supply unit and the average power densities supplied to the leading edge were ranging 1.0 to 30.0 [kW m-2]. The present investigation focused on thermal tests experimentally performed under fixed icing conditions with zero AOA, Mach=0.2, total temperature of -20 [°C], liquid water content LWC=0.6 [g m-3] and average mean volume droplet diameter MVD=35 [µm]. These fixed conditions represented the top icing performance of the Icing Flow Facility (IFF) available at DIAS and therefore it has represented the “sizing design case” for the tested prototype. -
An Aerodynamic Comparative Analysis of Airfoils for Low-Speed Aircrafts
Published by : International Journal of Engineering Research & Technology (IJERT) http://www.ijert.org ISSN: 2278-0181 Vol. 5 Issue 11, November-2016 An Aerodynamic Comparative Analysis of Airfoils for Low-Speed Aircrafts Sumit Sharma B.E. (Mechanical) MPCCET, Bhilai, C.G., India M.E. (Thermal) SSCET, SSGI, Bhilai, C.G., India Abstract - This paper presents investigation on airfoil S1223, NACA4412 at specified boundary conditions, A S819, S8037 and S1223 RTL at low speeds to find out the most comparison is done between results obtained from CFD suitable airfoil design to be used in the low speed aircrafts. simulation in ANSYS and results obtained from an The method used for analysis of airfoils is Computational experiment done in the wind tunnel. The comparative Fluid Dynamics (CFD). The numerical simulation of low result shows that, the result from experiment and from speed and high-lift airfoil has been done using ANSYS- FLUENT (version 16.2) to obtain drag coefficient, lift CFD simulation showing close agreement between these coefficient, coefficient of moment and Lift-to-Drag ratio over two methods. So, the CFD simulation using ANSYS- the airfoils for the comparative analysis of airfoils. The S1223 FLUENT can be used as an relative alternative to RTL airfoil has been chosen as the most suitable design for experimental method in determining drag and lift. the specified boundary conditions and the Mach number from 0.10 to 0.30. Jasminder Singh et al [2] (June- 2015), Analysis is done on NACA 4412 and Seling 1223 airfoils using Computational Key words: CFD, Lift, Drag, Pitching, Lift-to-Drag ratio.