The Influence of Wing Loading on Turbofan Powered Stol Transports with and Without Externally Blown Flaps
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5.2 Drag Reduction Through Higher Wing Loading David L. Kohlman
5.2 Drag Reduction Through Higher Wing Loading David L. Kohlman University of Kansas |ntroduction The wing typically accounts for almost half of the wetted area of today's production light airplanes and approximately one-third of the total zero-lift or parasite drag. Thus the wing should be a primary focal point of any attempts to reduce drag of light aircraft with the most obvious configuration change being a reduction in wing area. Other possibilities involve changes in thickness, planform, and airfoil section. This paper will briefly discuss the effects of reducing wing area of typical light airplanes, constraints involved, and related configuration changes which may be necessary. Constraints and Benefits The wing area of current light airplanes is determined primarily by stall speed and/or climb performance requirements. Table I summarizes the resulting wing loading for a representative spectrum of single-engine airplanes. The maximum lift coefficient with full flaps, a constraint on wing size, is also listed. Note that wing loading (at maximum gross weight) ranges between about 10 and 20 psf, with most 4-place models averaging between 13 and 17. Maximum lift coefficient with full flaps ranges from 1.49 to 2.15. Clearly if CLmax can be increased, a corresponding decrease in wing area can be permitted with no change in stall speed. If total drag is not increased at climb speed, the change in wing area will not adversely affect climb performance either and cruise drag will be reduced. Though not related to drag, it is worthy of comment that the range of wing loading in Table I tends to produce a rather uncomfortable ride in turbulent air, as every light-plane pilot is well aware. -
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. -
A Flight Simulation Study of the Simultaneous Non-Interfering
A FLIGHT SIMULATION STUDY OF THE SIMULTANEOUS NON-INTERFERING AIRCRAFT APPROACH A Thesis presented to the Faculty of California Polytechnic State University, San Luis Obispo In Partial Fulfillment of the Requirements for the Degree Master of Science in Aerospace Engineering by Brian Reel May 2009 © 2009 Brian Hogan Reel ALL RIGHTS RESERVED ii COMMITTEE MEMBERSHIP TITLE: A Flight Simulation Study of the Simultaneous Non-Interfering Aircraft Approach AUTHOR: Brian Hogan Reel DATE SUBMITTED: May 2009 COMMITTEE CHAIR: Dr. Daniel Biezad, Cal Poly Aerospace Engineering COMMITTEE MEMBER: Craig Hange, NASA AMES COMMITTEE MEMBER: Dr. Eric Mehiel, Cal Poly Aerospace Engineering COMMITTEE MEMBER: Dr. Frank Owen, Cal Poly Mechanical Engineering COMMITTEE MEMBER: Dr. Kurt Colvin, Cal Poly Industrial/Manufacturing Engineering iii ABSTRACT A Flight Simulation Study of the Simultaneous Non-Interfering Aircraft Approach Brian Hogan Reel Using a new implementation of a NASA flight simulation of the Quiet Short-Haul Research Aircraft, autopilots were designed to be capable of flying both straight in (ILS) approaches, and circling (SNI) approaches. A standard glideslope coupler was sufficient for most conditions, but a standard Proportional-Integral-Derivative (PID) based localizer tracker was not sufficient for maintaining a lateral track on the SNI course. To track the SNI course, a feed-forward system, using GPS steering provided much better results. NASA and the FAA embrace the concept of a Simultaneous, Non-Interfering (SNI) approach as a way to increase airport throughput while reducing the noise footprints of aircraft on approach. The NASA concept for the SNI approach for Short Takeoff and Landing (STOL) aircraft involves a straight in segment flown above the flight path of a normal approach, followed by a spiraling descent to the runway. -
Propulsion and Flight Controls Integration for the Blended Wing Body Aircraft
Cranfield University Naveed ur Rahman Propulsion and Flight Controls Integration for the Blended Wing Body Aircraft School of Engineering PhD Thesis Cranfield University Department of Aerospace Sciences School of Engineering PhD Thesis Academic Year 2008-09 Naveed ur Rahman Propulsion and Flight Controls Integration for the Blended Wing Body Aircraft Supervisor: Dr James F. Whidborne May 2009 c Cranfield University 2009. All rights reserved. No part of this publication may be reproduced without the written permission of the copyright owner. Abstract The Blended Wing Body (BWB) aircraft offers a number of aerodynamic perfor- mance advantages when compared with conventional configurations. However, while operating at low airspeeds with nominal static margins, the controls on the BWB aircraft begin to saturate and the dynamic performance gets sluggish. Augmenta- tion of aerodynamic controls with the propulsion system is therefore considered in this research. Two aspects were of interest, namely thrust vectoring (TVC) and flap blowing. An aerodynamic model for the BWB aircraft with blown flap effects was formulated using empirical and vortex lattice methods and then integrated with a three spool Trent 500 turbofan engine model. The objectives were to estimate the effect of vectored thrust and engine bleed on its performance and to ascertain the corresponding gains in aerodynamic control effectiveness. To enhance control effectiveness, both internally and external blown flaps were sim- ulated. For a full span internally blown flap (IBF) arrangement using IPC flow, the amount of bleed mass flow and consequently the achievable blowing coefficients are limited. For IBF, the pitch control effectiveness was shown to increase by 18% at low airspeeds. -
Runway Excursions Study
NLR-CR-2010-259 Executive summary A STUDY OF RUNWAY EXCURSIONS FROM A EUROPEAN PERSPECTIVE Report no. NLR-CR-2010-259 Author(s) G.W.H. van Es Report classification UNCLASSIFIED Date May 2010 Knowledge area(s) ) Vliegveiligheid (safety & security) Problem area on the European context. The Vliegoperaties Safety statistics show that study was limited to civil Luchtverkeersmanagement(A runway excursions are the most transport type of aircraft (jet and TM)- en luchthavenoperaties common type of accident turboprop) involved in Descriptor(s) reported annually, in the commercial or business Runway safety European region and worldwide. transport flights. Overrun Veeroff Description of work Results and conclusions Runway friction Causal and contributory factors The final results are used to RTO that may lead to a runway define preventive measures for excursion are identified by runway excursions. analysing data of runway excursions that occurred during the period 1980-2008. The scope of this report includes runway excursions that have taken place globally with a focus UNCLASSIFIED NLR-CR-2010-259 NLR Air Transport Safety Institute Anthony Fokkerweg 2, 1059 CM Amsterdam, UNCLASSIFIED P.O. Box 90502, 1006 BM Amsterdam, The Netherlands Telephone +31 20 511 35 00, Fax +31 20 511 32 10, Web site: http://www.nlr-atsi.nl NLR-CR-2010-259 A STUDY OF RUNWAY EXCURSIONS FROM A EUROPEAN PERSPECTIVE G.W.H. van Es This report may be cited on condition that full credit is given to NLR, the author and EUROCONTROL. This report has also been published as a EUROCONTROL report. This document has been given an NLR report identifier to facilitate future reference and to ensure long term document traceability. -
Subsonic Aircraft Wing Conceptual Design Synthesis and Analysis
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by GSSRR.ORG: International Journals: Publishing Research Papers in all Fields International Journal of Sciences: Basic and Applied Research (IJSBAR) ISSN 2307-4531 (Print & Online) http://gssrr.org/index.php?journal=JournalOfBasicAndApplied --------------------------------------------------------------------------------------------------------------------------- Subsonic Aircraft Wing Conceptual Design Synthesis and Analysis Abderrahmane BADIS Electrical and Electronic Communication Engineer from UMBB (Ex.INELEC) Independent Electronics, Aeronautics, Propulsion, Well Logging and Software Design Research Engineer Takerboust, Aghbalou, Bouira 10007, Algeria [email protected] Abstract This paper exposes a simplified preliminary conceptual integrated method to design an aircraft wing in subsonic speeds up to Mach 0.85. The proposed approach is integrated, as it allows an early estimation of main aircraft aerodynamic features, namely the maximum lift-to-drag ratio and the total parasitic drag. First, the influence of the Lift and Load scatterings on the overall performance characteristics of the wing are discussed. It is established that the optimization is achieved by designing a wing geometry that yields elliptical lift and load distributions. Second, the reference trapezoidal wing is considered the base line geometry used to outline the wing shape layout. As such, the main geometrical parameters and governing relations for a trapezoidal wing are -
F—18 Navy Air Combat Fighter
74 /2 >Af ^y - Senate H e a r tn ^ f^ n 12]$ Before the Committee on Appro priations (,() \ ER WIIA Storage ime nts F EB 1 2 « T H e -,M<rUN‘U«sni KAN S A S S F—18 Na vy Air Com bat Fighter Fiscal Year 1976 th CONGRESS, FIRS T SES SION H .R . 986 1 SPECIAL HEARING F - 1 8 NA VY AIR CO MBA T FIG H TER HEARING BEFORE A SUBC OMMITTEE OF THE COMMITTEE ON APPROPRIATIONS UNITED STATES SENATE NIN ETY-FOURTH CONGRESS FIR ST SE SS IO N ON H .R . 9 8 6 1 AN ACT MAKIN G APP ROPR IA TIO NS FO R THE DEP ARTM EN T OF D EFEN SE FO R T H E FI SC AL YEA R EN DI NG JU N E 30, 1976, AND TH E PE RIO D BE GIN NIN G JU LY 1, 1976, AN D EN DI NG SEPT EM BER 30, 1976, AND FO R OTH ER PU RP OSE S P ri nte d fo r th e use of th e Com mittee on App ro pr ia tio ns SPECIAL HEARING U.S. GOVERNM ENT PRINT ING OFF ICE 60-913 O WASHINGTON : 1976 SUBCOMMITTEE OF THE COMMITTEE ON APPROPRIATIONS JOHN L. MCCLELLAN, Ark ans as, Chairman JOH N C. ST ENN IS, Mississippi MILTON R. YOUNG, No rth D ako ta JOH N O. P ASTORE, Rhode Island ROMAN L. HRUSKA, N ebraska WARREN G. MAGNUSON, Washin gton CLIFFORD I’. CASE, New Je rse y MIK E MANSFIEL D, Montana HIRAM L. -
QUIET CLEAN SHORT-HAUL EXPERIMENTAL ENGINE (QCSEE) Preliminary Under the Wing Flight Propulsion System Analysis Report
NASA CR-134868 QUIET CLEAN SHORT-HAUL EXPERIMENTAL ENGINE (QCSEE) Preliminary Under the Wing Flight Propulsion System Analysis Report February 1976 by Advanced Engineering & Technology Programs Department General Electric Company (IASA-CR-134868) QUIET CLEAN SHORT-HAUL NS0-15088 EXPERIMENTAL ENGINE (QCSEE) PRELIMINARY 1UNDER THE WING FLIGHT PROPULSION SYSTEM lANALYSIS REPORT '(General Electric Co.) "nclas '1261 p HC A12/MF A01 CSCL 21E G3/07 33465 Prepared For National Aeronautics and Space Admiistrati Contract NAS3-18021 FOR EARLY DOMESTIC DISSEMNATION-f9, < %,tj64 Because of its significant early commercial potential, th'is information, which has been developed under a U. S. Government program, is being disseminated within the United States in advance of general publication. This information may be dupli cated and used by the recipient with the express limitation that it not be published. Release of this information to other domestic parties by the recipient shall be made subject to these limitations. Foreign release may be made only with prior NASA approval and appropriate export licenses. This legend shall be marked on any reproduction of this information in whole or in Datepart. forfa general rel ease,)- 0A16/Zyj/ 1.Rep No. 2. Government Accession No. 3. Recipient's Catalog No: NASA CR-134868 4 Titleand Subtitle 5.Report Date QUIET CLEAN SHORT-HAUL EXPERIMENTAL ENGINE PRELIMINARY February 1976 UNDER-THE-WING FLIGHT PROPULSION SYSTEM ANALYSIS REPORT 6. Performing Organization Code 7. Author(s) D. F. Howard, et al 8.Performing Organization Report No. Advanced Engineering and Technology Programs Dept R75AEG349 Group Engineering Division 10. Work Unit No 9 Performing Organization Name and Address General Electric Company 1 Jimson Road 11. -
Synergistic Airframe-Propulsion Interactions and Integrations
NASA/TM-1998-207644 Synergistic Airframe-Propulsion Interactions and Integrations A White Paper Prepared by the 1996-1997 Langley Aeronautics Technical Committee Steven F. Yaros, Matthew G. Sexstone, Lawrence D. Huebner, John E. Lamar, Robert E. McKinley, Jr., Abel 0. Torres, Casey L. Burley, Robert C. Scott, and William J. Small Langley Research Center, Hampton, Virginia National Aeronautics and Space Administration Langley Research Center Hampton, Virginia 23681-2199 March 1998 Available from the following: NASA Center for AeroSpace Information (CASH National Technical Information Service (NTIS) 800 Elkridge Landing Road 5285 Port Royal Road Linthicum Heights, MD 21090-2934 Springfield, VA 22161-2171 (703) 487-4650 (301) 621-0390 Executive Summary This white paper documents the work of the NASA Langley Aeronautics Technical Committee from July 1996 through March 1998 and addresses the subject of Synergistic Airframe-Propulsion Interactions and Integrations (SnAPII). It is well known that favorable Propulsion Airframe Integration (PAD is not only possible but Mach number dependent -- with the largest (currently utilized) benefit occurring at hypersonic speeds. At the higher speeds the lower surface of the airframe actually serves as an external precompression surface for the inlet flow. At the lower supersonic Mach numbers and for the bulk of the commercial civil transport fleet, the benefits of SnAPII have not been as extensively explored. This is due primarily to the separateness of the design process for airframes and propulsion systems, with only unfavorable interactions addressed. The question 'How to design these two systems in such a way that the airframe needs the propulsion and the propulsion needs the airframe?' is the fun- damental issue addressed in this paper. -
Crosswind Landings What Could Possibly Go Wrong? by STEVE KROG
STEVE KROG COMMENTARY / THE CLASSIC INSTRUCTOR Crosswind Landings What could possibly go wrong? BY STEVE KROG CROSSWIND LANDINGS CONTINUE to cause sweaty palms and mild SETTING THE STAGE cases of indigestion whenever discussed among the local gang of We began our flights working from the turf hangar pilots. As many of you have heard me say before, hours of runway, which provided us with a good pleasure flying are missed by many due to a fear of crosswinds. starting point from which to establish a base I recently was working on crosswind landings with a longtime and to measure progress. Other than experi- pilot who was relatively new to tailwheel flying. He had contacted encing a few bounces during the three-point me expressing a desire to become a better, more relaxed, and confi- landing, all went well. The wheel landings dent tailwheel pilot, as he was experiencing a lot of anxiety were equally safe and smooth. His ability to whenever he flew his recently acquired Cub. handle the Cub safely on turf was evident, especially with no crosswind. Then it was time to switch runways and CROSSWIND LANDINGS begin tackling crosswind landings, in this case a crosswind from left to right at approx- imately 30 degrees and 10 mph. It was immediately apparent that his anxiety was WIND building at the mention of a crosswind land- ing. A method I like to use in this situation is to do a crosswind takeoff and closely observe the pilot’s control inputs. He made all the right control movements, but they were very stiff and almost always a split-second behind the aircraft when they were needed. -
A High-Fidelity Approach to Conceptual Design John Thomas Watson Iowa State University
Iowa State University Capstones, Theses and Graduate Theses and Dissertations Dissertations 2016 A high-fidelity approach to conceptual design John Thomas Watson Iowa State University Follow this and additional works at: https://lib.dr.iastate.edu/etd Part of the Aerospace Engineering Commons, and the Art and Design Commons Recommended Citation Watson, John Thomas, "A high-fidelity approach to conceptual design" (2016). Graduate Theses and Dissertations. 15183. https://lib.dr.iastate.edu/etd/15183 This Thesis is brought to you for free and open access by the Iowa State University Capstones, Theses and Dissertations at Iowa State University Digital Repository. It has been accepted for inclusion in Graduate Theses and Dissertations by an authorized administrator of Iowa State University Digital Repository. For more information, please contact [email protected]. A high-fidelity approach to conceptual design by John T. Watson A thesis submitted to the graduate faculty in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Major: Aerospace Engineering Program of Study Committee: Richard Wlezien, Major Professor Thomas Gielda Leifur Leifsson Iowa State University Ames, Iowa 2016 Copyright © John T. Watson, 2016. All rights reserved. ii TABLE OF CONTENTS Page LIST OF FIGURES ................................................................................................... iii LIST OF TABLES ..................................................................................................... v NOMENCLATURE ................................................................................................. -
Zap Flaps and Ailerons by TEMPLE N
AER-56-5 Zap Flaps and Ailerons By TEMPLE N. JOYCE,1 DUNDALK, BALTIMORE, MD. The early history of the Zap development is covered, in been looked upon with more or less contempt. This was par cluding work done on the Flettner rotor plane in 1928. ticularly true during the boom days when everybody was using Because of phenomenal lift obtained by changes in flow a new engine and when landing speeds were thought of only in around a cylinder, investigations were begun on improving terms of getting into recognized airports. Three things have existing airfoils. This led to preliminary work on flapped occurred since then, however, that have again brought to the airfoils in the tunnel of New York University, and later its front the importance of low landing speed: First, a very distinct application to an Aristocrat cabin monoplane presented to realization that the public was afraid of aviation because of high the B/J Aircraft Corporation early in 1932. A chronological stalling speeds and the frequent crack-ups with serious conse record of the reactions of the personnel of the B/J organi quences. Second, the fact that increased high speeds could not zation to the Zap development is set forth, particularly be obtained without increasing still further high landing speeds the questions regarding lift and drag coefficients, effect unless some new aerodynamic development was brought into upon stability and balance, and the operating forces neces existence. Third, as speed ranges and wing loadings went up, sary to get the flaps down. The effectiveness of lateral takeoff run was increased and angle of climb decreased alarm control, particularly with regard to hinge moments and ingly.