design evolution of large airliners - multiphysics.org 2017-keynote.pdf · design evolution of...
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MULTIPHYSICS 2017
Design Evolution of Large AirlinersThurai Rahulan
Beijing Institute of Technology14th December 2017
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George Cayley1809
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1894 Lanchester: wing theory
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Kutta (1902) – Joukowski (1906) law
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Curve (camber) wing to smoothen flow
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Blunt leading edge to cope with changes in the angle of attack
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Prandtl 1918: thick wing section
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Founding of study agencies
1915 National Advisory Committee for Aeronautics (NACA)
1918 Royal Aircraft Establishment (RAE)
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1920s: Flat-bottom section
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Four-digit section defined in 1932
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Five-digit aerofoil (1935): max camber shifted forward for greater max lift
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1900 – 1940: engine W/N up by x 17
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Short Belfast: helical blade tip vortices
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1939: Theory applied aerofoil design1-series (series-16) aerofoils to reduce
shock wave & cavitation problems{aircraft & marine propeller design}
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1942: 6-series aerofoils to maximise laminar flow (only if free of bugs & vibn)
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1950s: M=0.7, rapid decel thru strong shock wave, boundary layer separation
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1970s: M~0.7, distributed decel thru stepped shock waves to delay drag rise (Kawalki 1940 and Whitcomb@NASA)
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Reflexed trailing edge for stabitiy
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Minimise the tail load by maximising the moment arm
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Beechcraft Starship (1986)
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Bäumer Sausewind (1925)elliptic wing planform
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Republic XF-91 Thunderceptor
1949
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Douglas DC-1 (1933)
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Adolf Buseman
Swept/Delta wing theory (1935)
Max Planck InstituteGottingen University
(Theodore von Karman, Ludwig Prandtl, …)
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Swept leading edge reduces normal
velocity component
Enables flight closer to the sound barrier
But span-wise flow component problem
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Polish PWS Z-47 "Sęp III"(LF)Agust Zdaniewski 1936
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Alexander Lippisch
Thick winged highly swept wing theory
Me 163 Komet01 Sep 1941
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Avoid curve in lines of static pressure
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wing root nose sectionthickened and zero or negative camber
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Wing/body junction
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wing tip geometry
dip nose, increase camber, thin section
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Auxiliary control lines
aerodynamic washout
thinner tip
geometric washout
chord taper
straight spars & hinges
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A380 / B747
Plan form geometries
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An-225 (1988): landing gear, ditching
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Single deck tri/quad isle 16/19 abreastEmergency evacuation, pressurisation
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Fin positioning: 1/3 of rudder area be unblanketed from tailplane wake
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Fin size
Big
Dutch Roll Oscillation
High Altitude, Mach No
Spin Recovery
Small
Spiral Departure
Cross-Wind Landing
Radio Wave Interference
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International Standard
Atmosphere1993
Variation of dry air
temperature with altitude
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Alt: cabin pressure (structure weight), anoxia (low blood O2, aggressive), hypoxia (low tissue blood, comatose),
atelectasis (high O2, low N2, collapsed lung, emergency descent – breathe normally)
Thermal efficiency – max temp difference
@ 11 km: 217K, 23 kN/m^2, 0.36 kg/m^3
Max L/D & fastest @ 0.85 x 295 m/s
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Lockheed Constellation (1943)
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Boeing 377 Stratocruiser (1947)
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Douglas DC-7 (1953)
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Ilyushin Il-18 (1957)
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Fastest prop Tupolev Tu-114 (1957)
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Largest turboprop Antonov An-22 (1965)
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Low-speed flight: fine blade pitch
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High-speed flight: coarse pitch
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Engines
What type(s)?
How many?
Where?
Why?
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Ilyushin Il-62 (1963)
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Lockheed L-1011 TriStar (1970)
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McDonnell Douglas MD-11 (1990)
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De Havilland Comet (1949)
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VFW-Fokker 6141971
reduced FODshorter legslighter wing
But …wing aerodynmaint access
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Take-off thrust 60 units
2 Engines 4 Engines
T / E 60/(2-1) = 60 60/(4-1) = 20
total T 60x2 = 120 20x4 = 80
W / E 60/5 = 12 20/5 = 4
total W 12x2 = 24 4x4 = 16
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Wing torsion box
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Wing torsional divergence problemsweep it backwards to reduce weight
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Control effectiveness and reversal
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Short SB.1 aero-isoclinic winged tailless glider with elevons 1951
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Short SB4 Sherpa, twin jet 1953
B.35/46 specification driven design
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Rotating wing tip (20% wing area)
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Boeing B-47 Stratojet (1947)
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Structural distortion due to aerodynamic loads
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A380 wing static test, Toulouse, 25 May 2004300 jacks, 2815 loading points, 8000 strain gauges, wing tip 8m peak-to-peak
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Fuselage bending: stability margins
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Modelling to study structural dynamics
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1.7 Hz, 5.6 Hz, 6.6 Hz, 15.4 Hz
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2.9 Hz, 6.7 Hz, 9.0 Hz, 14.3 Hz
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GVT: 17 exciters and 850 accelerometersSix weeks of testing to refine math model
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Feedback Control
Loop
Sense,Process,Instruct,Actuate
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Joined wing configurations
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Box, closed, circular, annular, ring wing
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Built by Cranfield Aerospace for Boeing/NASA (2007)
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Must be used if equipped
buys rotation tolerance
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Auxiliary systems
Hydraulics: 346 Bar (5000 psi)Electrics: 115 V, 400 Hz, three phasePneumatics: cold air unit, compressed airAvionics: radar, nav, comms, lightingLanding gear: 500 C service landing, 14 atmAPU: IC engine, fuel cell or LiPo?
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Acknowledgements: Many, includingDave Myring, Les Johnston, Eileen Rahulan (Salford);Jonathan Cooper (Bristol); Andy Lewis (Hertfordshire);Mike Graham, Peter Bearman (Imperial College);Ranjan Banerjee, Chris Atkin (City); Brian Richards (Glasgow);Joe Sutter, Mike Lavelle, Paul Kuntz, Suzanna Darcy-Hennemann, Pam Valdez, Panos Samolis (Boeing);Mark Hockenhull, Frank Ogilvy, Behrooz Barzegar, JeffJupp, Harry Nelson, Mark Cousin, Bernard Mattos,Kamran Iqbal, Hugh Dibley, Nicholas Dart (Airbus);Wikipedia, Raymer, many other References/web sites;Richard de Crespigny, Khalid Al Shoubaki and YOU!
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Fair Winds and Happy Landings
CRAIC CR 929-500/600/700