Inventing Supersonic Flight: a Historical Perspective
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CHAPTER 11 Subsonic and Supersonic Aircraft Emissions
CHAPTER 11 Subsonic and Supersonic Aircraft Emissions Lead Authors: A. Wahner M.A. Geller Co-authors: F. Arnold W.H. Brune D.A. Cariolle A.R. Douglass C. Johnson D.H. Lister J.A. Pyle R. Ramaroson D. Rind F. Rohrer U. Schumann A.M. Thompson CHAPTER 11 SUBSONIC AND SUPERSONIC AIRCRAFT EMISSIONS Contents SCIENTIFIC SUMMARY ......................................................................................................................................... 11.1 11.1 INTRODUCTION ............................................................................................................................................ 11.3 11.2 AIRCRAFT EMISSIONS ................................................................................................................................. 11.4 11.2.1 Subsonic Aircraft .................................................................................................................................. 11.5 11.2.2 Supersonic Aircraft ............................................................................................................................... 11.6 11.2.3 Military Aircraft .................................................................................................................................... 11.6 11.2.4 Emissions at Altitude ............................................................................................................................ 11.6 11.2.5 Scenarios and Emissions Data Bases ................................................................................................... -
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 -
Aircraft of Today. Aerospace Education I
DOCUMENT RESUME ED 068 287 SE 014 551 AUTHOR Sayler, D. S. TITLE Aircraft of Today. Aerospace EducationI. INSTITUTION Air Univ.,, Maxwell AFB, Ala. JuniorReserve Office Training Corps. SPONS AGENCY Department of Defense, Washington, D.C. PUB DATE 71 NOTE 179p. EDRS PRICE MF-$0.65 HC-$6.58 DESCRIPTORS *Aerospace Education; *Aerospace Technology; Instruction; National Defense; *PhysicalSciences; *Resource Materials; Supplementary Textbooks; *Textbooks ABSTRACT This textbook gives a brief idea aboutthe modern aircraft used in defense and forcommercial purposes. Aerospace technology in its present form has developedalong certain basic principles of aerodynamic forces. Differentparts in an airplane have different functions to balance theaircraft in air, provide a thrust, and control the general mechanisms.Profusely illustrated descriptions provide a picture of whatkinds of aircraft are used for cargo, passenger travel, bombing, and supersonicflights. Propulsion principles and descriptions of differentkinds of engines are quite helpful. At the end of each chapter,new terminology is listed. The book is not available on the market andis to be used only in the Air Force ROTC program. (PS) SC AEROSPACE EDUCATION I U S DEPARTMENT OF HEALTH. EDUCATION & WELFARE OFFICE OF EDUCATION THIS DOCUMENT HAS BEEN REPRO OUCH) EXACTLY AS RECEIVED FROM THE PERSON OR ORGANIZATION ORIG INATING IT POINTS OF VIEW OR OPIN 'IONS STATED 00 NOT NECESSARILY REPRESENT OFFICIAL OFFICE OF EOU CATION POSITION OR POLICY AIR FORCE JUNIOR ROTC MR,UNIVERS17/14AXWELL MR FORCEBASE, ALABAMA Aerospace Education I Aircraft of Today D. S. Sayler Academic Publications Division 3825th Support Group (Academic) AIR FORCE JUNIOR ROTC AIR UNIVERSITY MAXWELL AIR FORCE BASE, ALABAMA 2 1971 Thispublication has been reviewed and approvedby competent personnel of the preparing command in accordance with current directiveson doctrine, policy, essentiality, propriety, and quality. -
Introduction to Aerospace Engineering
Introduction to Aerospace Engineering Lecture slides Challenge the future 1 Introduction to Aerospace Engineering Aerodynamics 11&12 Prof. H. Bijl ir. N. Timmer 11 & 12. Airfoils and finite wings Anderson 5.9 – end of chapter 5 excl. 5.19 Topics lecture 11 & 12 • Pressure distributions and lift • Finite wings • Swept wings 3 Pressure coefficient Typical example Definition of pressure coefficient : p − p -Cp = ∞ Cp q∞ upper side lower side -1.0 Stagnation point: p=p t … p t-p∞=q ∞ => C p=1 4 Example 5.6 • The pressure on a point on the wing of an airplane is 7.58x10 4 N/m2. The airplane is flying with a velocity of 70 m/s at conditions associated with standard altitude of 2000m. Calculate the pressure coefficient at this point on the wing 4 2 3 2000 m: p ∞=7.95.10 N/m ρ∞=1.0066 kg/m − = p p ∞ = − C p Cp 1.50 q∞ 5 Obtaining lift from pressure distribution leading edge θ V∞ trailing edge s p ds dy θ dx = ds cos θ 6 Obtaining lift from pressure distribution TE TE Normal force per meter span: = θ − θ N ∫ pl cos ds ∫ pu cos ds LE LE c c θ = = − with ds cos dx N ∫ pl dx ∫ pu dx 0 0 NN Write dimensionless force coefficient : C = = n 1 ρ 2 2 Vc∞ qc ∞ 1 1 p − p x 1 p − p x x = l ∞ − u ∞ C = ()C −C d Cn d d n ∫ pl pu ∫ q c ∫ q c 0 ∞ 0 ∞ 0 c 7 T=Lsin α - Dcosα N=Lcos α + Dsinα L R N α T D V α = angle of attack 8 Obtaining lift from normal force coefficient =α − α =α − α L Ncos T sin cl c ncos c t sin L N T =cosα − sin α qc∞ qc ∞ qc ∞ For small angle of attack α≤5o : cos α ≈ 1, sin α ≈ 0 1 1 C≈() CCdx − () l∫ pl p u c 0 9 Example 5.11 Consider an airfoil with chord length c and the running distance x measured along the chord. -
Facing the Heat Barrier: a History of Hypersonics First Thoughts of Hypersonic Propulsion
Facing the Heat Barrier: A History of Hypersonics First Thoughts of Hypersonic Propulsion Republic’s Aerospaceplane concept showed extensive engine-airframe integration. (Republic Aviation) For takeoff, Lockheed expected to use Turbo-LACE. This was a LACE variant that sought again to reduce the inherently hydrogen-rich operation of the basic system. Rather than cool the air until it was liquid, Turbo-Lace chilled it deeply but allowed it to remain gaseous. Being very dense, it could pass through a turbocom- pressor and reach pressures in the hundreds of psi. This saved hydrogen because less was needed to accomplish this cooling. The Turbo-LACE engines were to operate at chamber pressures of 200 to 250 psi, well below the internal pressure of standard rockets but high enough to produce 300,000 pounds of thrust by using turbocom- pressed oxygen.67 Republic Aviation continued to emphasize the scramjet. A new configuration broke with the practice of mounting these engines within pods, as if they were turbojets. Instead, this design introduced the important topic of engine-airframe integration by setting forth a concept that amounted to a single enormous scramjet fitted with wings and a tail. A conical forward fuselage served as an inlet spike. The inlets themselves formed a ring encircling much of the vehicle. Fuel tankage filled most of its capacious internal volume. This design study took two views regarding the potential performance of its engines. One concept avoided the use of LACE or ACES, assuming again that this craft could scram all the way to orbit. Still, it needed engines for takeoff so turbo- ramjets were installed, with both Pratt & Whitney and General Electric providing Lockheed’s Aerospaceplane concept. -
After Concorde, Who Will Manage to Revive Civilian Supersonic Aviation?
After Concorde, who will manage to revive civilian supersonic aviation? By François Sfarti and Sebastien Plessis December 2019 Commercial aircraft are flying at the same speed as 60 years ago. Since Concorde, which made possible to fly from Paris to New York in only 3h30, no civilian airplane has broken the sound barrier. The loudness of the sonic boom was a major technological lock to Concorde success, but 50 years after its first flight, an on-going project led by NASA is about to make supersonic flights over land possible. If successful, it will significantly increase the number of supersonic routes and increase the supersonic aircraft market size substantially. This technological improvement combined with R&D efforts on operational costs and a much larger addressable market than when Concorde flew may revive civilian supersonic aviation in the coming years. Who are the new players at the forefront and the early movers? What are the current investments in this field? What are the key success drivers and remaining technological and regulatory locks to revive supersonic aviation? EXECUTIVE SUMMARY Commercial aircraft are typically flying between 800 km/h and 900 km/h, which is between 75% and 85% of the speed of sound. It is the same speed as 60 years ago and since Concorde, which flew at twice the speed of sound, was retired in 2003, there has been no civilian supersonic aircraft in service. Due to a prohibition to fly supersonic over land and large operational costs, Concorde did not reach commercial success. Even if operational costs would remain larger than subsonic flights, current market environment seems much more favourable: since Concorde was retired in 2003, the air traffic has more than doubled and the willingness to pay can be supported by an increase in the number of high net worth individuals and the fact that business travellers value higher speed levels. -
(RBCC)Propulsion Technology Workshop Tutorial Session
https://ntrs.nasa.gov/search.jsp?R=19920012274 2020-03-17T13:10:59+00:00Z NASA Conference Publication 10090 Rocket-Based Combined-Cycle (RBCC)Propulsion Technology Workshop Tutorial Session Proceedings of the tutorial session of a workshop held at the University of Alabama Huntsville, Alabama March 23-27, 1992 N'_2-L). _ 1 7 -- ]H f-,l!-- i,,i_?2- 2 I ._:::,_ Uric I _ s OO 7_ Jr,,, I NASA I I I NASA Conference Publication 10090 Rocket-Based Combined-Cycle (RBCC)Propuls'ion TechnologyWorkshop Tutorial Session Proceedings of the tutorial session of a workshop sponsored by NASA Headquarters, Washington, D.C. and held at the University of Alabama Huntsville, Alabama March 23-27, 1992 [UP_A National Aeronautics and Space Administration Office of Management Scientific and Technical Information Program 1992 PRESENTATION SYNOPSES AND SHORT-PAPER VERSIONS OF THE WORKSHOP'S EXPERT PRESENTER "MINI-TUTORIALS" A Message from theGeneral Chairman Tuesday, March 24th, the first Workshop full-day set of sessions is andcpated to be the key to success of the Workshop's productive deliberations and presented findings, activities which will round out the nearly full-week event. A genuinely unique set of presentations will be made at that time, bearing on the Workshop's subject: rocket-based combined-cycle propulsion technology and systems, applicable to future space missions. On this day some two-dozen or so short "mini-tutorial" briefings will be provided by our Expert Presenters to the Workshop participants, covering four general topics: Selections from -
Section 7, Lecture 3: Effects of Wing Sweep
Section 7, Lecture 3: Effects of Wing Sweep • All modern high-speed aircraft have swept wings: WHY? 1 MAE 5420 - Compressible Fluid Flow • Not in Anderson Supersonic Airfoils (revisited) • Normal Shock wave formed off the front of a blunt leading g=1.1 causes significant drag Detached shock waveg=1.3 Localized normal shock wave Credit: Selkirk College Professional Aviation Program 2 MAE 5420 - Compressible Fluid Flow Supersonic Airfoils (revisited, 2) • To eliminate this leading edge drag caused by detached bow wave Supersonic wings are typically quite sharp atg=1.1 the leading edge • Design feature allows oblique wave to attachg=1.3 to the leading edge eliminating the area of high pressure ahead of the wing. • Double wedge or “diamond” Airfoil section Credit: Selkirk College Professional Aviation Program 3 MAE 5420 - Compressible Fluid Flow Wing Design 101 • Subsonic Wing in Subsonic Flow • Subsonic Wing in Supersonic Flow • Supersonic Wing in Subsonic Flow A conundrum! • Supersonic Wing in Supersonic Flow • Wings that work well sub-sonically generally don’t work well supersonically, and vice-versa à Leading edge Wing-sweep can overcome problem with poor performance of sharp leading edge wing in subsonic flight. 4 MAE 5420 - Compressible Fluid Flow Wing Design 101 (2) • Compromise High-Sweep Delta design generates lift at low speeds • Highly-Swept Delta-Wing design … by increasing the angle-of-attack, works “pretty well” in both flow regimes but also has sufficient sweepback and slenderness to perform very Supersonic Subsonic efficiently at high speeds. • On a traditional aircraft wing a trailing vortex is formed only at the wing tips. -
Cold Flow Performance of a Ramjet Engine
COLD FLOW PERFORMANCE OF A RAMJET ENGINE 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 Harrison G. Sykes December 2014 ©2014 Harrison G. Sykes ALL RIGHTS RESERVED ii COMMITTEE MEMBERSHIP TITLE: Cold Flow Performance of a Ramjet Engine AUTHOR: Harrison G. Sykes DATE SUBMITTED: December 2014 COMMITTEE CHAIR: Eric Mehiel, Ph.D. Associate Professor Aerospace Engineering Department COMMITTEE MEMBER: Patrick Lemieux, Ph.D. Associate Professor, Mechanical Engineering Department COMMITTEE MEMBER: Daniel J. Wait, M.S. Systems Engineer, Tyvak Nano-Satelite Systems LLC iii ABSTRACT Cold Flow Performance of a Ramjet Engine Harrison G. Sykes The design process and construction of the initial modular ramjet attachment to the Cal Poly supersonic wind tunnel is presented. The design of a modular inlet, combustor, and nozzle are studied in depth with the intentions of testing in the modular ramjet. The efforts undertaken to characterize the Cal Poly supersonic wind tunnel and the individual component testing of this attachment are also discussed. The data gathered will be used as a base model for future expansion of the ramjet facility and eventual hot fire testing of the initial components. Modularity of the inlet, combustion chamber, and nozzle will allow for easier modification of the initial design and the designs ability to incorporate clear walls will allow for flow and combustion visualization once the performance of the hot flow ramjet is determined. The testing of the blank ramjet duct resulted in an error of less than 10% from predicted results. -
Low-Speed Aerodynamics Robert Stengel, Aircraft Flight Dynamics, MAE 331, 2018 Learning Objectives
Low-Speed Aerodynamics Robert Stengel, Aircraft Flight Dynamics, MAE 331, 2018 Learning Objectives • 2D lift and drag • Reynolds number effects • Relationships between airplane shape and aerodynamic characteristics • 2D and 3D lift and drag • Static and dynamic effects of aerodynamic control surfaces Reading: Flight Dynamics Aerodynamic Coefficients, 65-84 Copyright 2018 by Robert Stengel. All rights reserved. For educational use only. http://www.princeton.edu/~stengel/MAE331.html http://www.princeton.edu/~stengel/FlightDynamics.html 1 2-Dimensional Aerodynamic Lift and Drag 2 1 Wing Lift and Drag • Lift: Perpendicular to free-stream airflow • Drag: Parallel to the free-stream airflow 3 Longitudinal Aerodynamic Forces Non-dimensional force coefficients, CL and CD, are dimensionalized by dynamic pressure, q, N/m2 or lb/sq ft reference area, S, m2 of ft2 ⎛ 1 2 ⎞ Lift = C q S = C ρV S L L ⎝⎜ 2 ⎠⎟ ⎛ 1 2 ⎞ Drag = C q S = C ρV S D D ⎝⎜ 2 ⎠⎟ 4 2 Circulation of Incompressible Air Flow About a 2-D Airfoil Bernoullis equation (inviscid, incompressible flow) (Motivational, but not the whole story of lift) 1 p + ρV 2 = constant along streamline = p static 2 stagnation Vorticity at point x Vupper (x) = V∞ + ΔV(x) 2 ΔV(x) γ (x) = V (x) V V(x) 2 2−D lower = ∞ − Δ Δz(x) Circulation about airfoil Lower pressure on upper surface c c ΔV(x) Γ = γ (x)dx = dx 2−D ∫ 2−D ∫ 0 0 Δz(x) 5 Relationship Between Circulation and Lift Differential pressure along chord section ⎡ 1 2 ⎤ ⎡ 1 2 ⎤ Δp(x) = pstatic + ρ∞ (V∞ + ΔV (x) 2) − pstatic + ρ∞ (V∞ − ΔV (x) 2) ⎣⎢ 2 ⎦⎥ ⎣⎢ 2 ⎦⎥ 1 ⎡ 2 2 ⎤ = ρ∞ (V∞ + ΔV (x) 2) − (V∞ − ΔV (x) 2) 2 ⎣ ⎦ = ρ∞V∞ΔV (x) = ρ∞V∞Δz(x)γ 2−D (x) 2-D Lift (inviscid, incompressible flow) c c Lift = Δp x dx = ρ V γ (x)dx = ρ V Γ ( )2−D ∫ ( ) ∞ ∞ ∫ 2−D ∞ ∞ ( )2−D 0 0 1 2 ! ρ∞V∞ c(2πα ) thin, symmetric airfoil + ρ∞V∞ (Γcamber ) 2 [ ] 2−D 1 2 ! ρ V c C α + ρ V Γ 6 ∞ ∞ ( Lα ) ∞ ∞ ( camber )2−D 2 2−D 3 Lift vs. -
Aerospace Propulsion from Insects to Spaceflight
AEROSPACE PROPULSION FROM INSECTS TO SPACEFLIGHT Ulf Olsson Volvo Aero Corporation Vice president Technology (ret) - 2 - Olsson,Ulf Aerospace Propulsion from Insects to Spaceflight Copyright © 2006 by Volvo Aero Corporation. 1st Edition 2006 published Heat and Power Technology, KTH, Stockholm, Sweden. 2nd Edition April 2012 PREFACE This book is an introduction to the theory and history of aerospace propulsion. It describes how this specific technology has reached its present form and how it may develop in the future. To understand the technical parts, the reader is assumed to know about thermodynamics and aerodynamics at university level but no prior knowledge of aerospace propulsion technologies is required. For those wishing to go directly to the mathematics, a number of calculation schemes are given in the text as Appendices to various Chapters. They make it possible to write computer programs for performance estimates of the various types of engines. A number of exercises are included at the end of the different chapters. Solutions to the examples are provided in a separate Chapter at the end of the book together with the relevant equations being used. This can be used as a short handbook to the most important equations. For the reader specifically interested in the history of propulsion, a separate guide to the main topics and the most famous names is given under Contents below. Historical notes are also underlined in the text to be easily located. Ulf Olsson April 2012 ii iii CONTENTS Preface 0. Introduction Page 1 1. The balloons lighter than air 5 2. Newton and the reaction force 11 3. -
Noise Certification of Supersonic Airplanes — Notice of Proposed
BILLING CODE 4910-13-P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Parts 21 and 36 [Docket No.: FAA-2020-0316; Notice No. 20-06] RIN 2120–AL29 Noise Certification of Supersonic Airplanes AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). SUMMARY: This action proposes to add new supersonic airplanes to the applicability of noise certification regulations, and proposes landing and takeoff noise standards for a certain class of new supersonic airplanes. There is renewed interest in the development of supersonic aircraft, and the proposed regulations would facilitate the continued development of airplanes by specifying the noise limits for the designs, providing the means to certificate the airplanes for subsonic operation in the United States. DATES: Send comments on or before [INSERT DATE 90 DAYS FROM DATE OF PUBLICATION IN THE FEDERAL REGISTER]. ADDRESSES: Send comments identified by docket number FAA-2020-0316 using any of the following methods: • Federal eRulemaking Portal: Go to http://www.regulations.gov and follow the online instructions for sending your comments electronically. 1 • Mail: Send comments to Docket Operations, M-30; U.S. Department of Transportation (DOT), 1200 New Jersey Avenue, SE, Room W12-140, West Building Ground Floor, Washington, DC 20590-0001. • Hand Delivery or Courier: Take comments to Docket Operations in Room W12-140 of the West Building Ground Floor at 1200 New Jersey Avenue, SE, Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. • Fax: Fax comments to Docket Operations at 202-493-2251. Privacy: In accordance with 5 U.S.C.