Aerospace Research - ISTC Funded Projects 1994-2009

More documents

Recommendations

Info

Project Number: #0548 Enhancement of Flight Performance, Economy and Efficiency Full and Short Title: Investigations of Technologies, Critical for Implementing an Airplane of Flying Wing Type with Superhigh Seating Capacity Flying Wing Airplane Tech Code/Area/Field: SATAER/Space, Aircraft and Surface Transportation/Aeronautics Status: Technology Project completed Development Phase: Applied research Allocated Funding: $695,000 (EU: $347,500, US: $347,500) Commencement date: (starting date) December 1, 1997 Duration: 36 months, extended by 3 months Leading Institute: Central Aerohydrodynamic Institute (TsAGI) Zhukovsky, Moscow reg., Russia Contact Information: Phone: +7 (495) 5564000, fax: +7 (495) 7776332, 5564337, website: http://www.tsagi.ru Supporting Institutes: No Collaborators: AIRBUS Industrie/ET Engineering Directorate, Blagnac, France (Hinsinger R); Boeing Company, Long Beach, CA, USA (Liebeck R); DaimlerChrysler Aerospace (Satellites), Friedrichshafen, Germany (Hormann F); NASA/Lengley Research Center, Hampton, VA, USA (Bushnell D M) Project Manager: DENISOV Vladimir Contact Information: ISTC Senior Project Phone: +7 (495) 5563162, fax: +7 (495) 7776332 Manager: MEYER Uwe Contact Information: Phone: +7 (495) 9823236, fax: +7 (499) 9780110 ISTC Website: http://www.istc.ru Background Within recent years, a considerable progress has been achieved in improving aerodynamic efficiency of transport airplanes. The main technique used to improve the lifttodrag ratio was the development of supercritical wings, which made it possible to increase wing thickness and L/D (aspect) ratio. Another method for increasing the L/D ratio is reduction of the relative wetted surface S ws , that is, reduction of the airplane surfaceareatothewingarea ratio, which can be realized to a maximum degree in an airplane of flyingwing configuration with passengers and cargo fully or partly accommodated in the centerwing section (Fig. 6). The relative wetted surface in an airplane of conventional configuration S ws is 5–6, whereas for the flyingwing configuration, S ws = 2.3–2.5. 29
30 Aerospace Research. Volume 1 Such a decrease in S ws results in the increase of the L/D ratio by 25% and corresponding improvement in fuel efficiency. The advantages of the flyingwing configuration (lower fuel consumption and operating costs against a conventional airplane) can be realized in airplanes of large seating capacity. There are a number of conceptual designs for superhighcapacity airplanes of the conventional configuration: A–3XX (Airbus Industry), B787 (Boeing), and Deutsche Aerospace concepts. In the course of investigations of airplanes with superhighseating capacity, flyingwing designs (Aerospatiale – 1989, Deutsche Aerospace – 1990, McDonnell Douglas – 1995, Airbus Industry – 1995) were also considered. Since the mid1980s, TsAGI has been conducting research aimed at revealing possible advantages of flyingwing airplanes. Preliminary estimations of the flying wing effectiveness as compared to a conventional airplane showed that the fuel consumption per pass/mile could be reduced considerably (up to 20%); the direct operating costs could be also decreased. However, the fullscale development of a flyingwing design calls for a comprehensive study including a number of “critical technologies” characteristic of this configu ration. The main output intended to be achieved in the course of project implementation would be a stock of accumulated scientific and technical solutions enabling practical design of lowrisk airplanes of the flyingwing configuration. Fig. 6: Passenger cabin in a Flying Wing design Project Objectives The project objective was to develop critical technologies for a flyingwing aircraft with superhighseating capacity, including: – assessment of possible cruise, takeoff, and landing aerodynamic characteristics on the basis of theoretical and experimental investigations in TsAGI wind tunnels; – exploration of stability and control characteristics, including the use of flight simulators; – generation of the structural concept of a centerwing section and calculations of the stressstrained state by the finite element method; – experimental studies of interference between the propulsion unit mounted over the upper wing surface and airplane airframe in windtunnels with simulation of engine jets; and – design of a passenger cabin in the centerwing section with due regard for the requirements of FAR25. Description of the Work The project was aimed at exploring and developing technologies needed to design a commercial flyingwing (FW) aircraft with a seating capacity of up to 1000 seats. Aircraft with such seating capacities, both of conventional and flyingwing configurations, are of significant interest to major airplane manufacturers. TsAGI has been investigating flyingwing aircraft since the mid1980s, and this project was based on the gained experience. The works included studies of takeoff and landing characteristics, investigations aimed at solution of accompanying stability and control problems, and the development of a baseline structural design, including engine mount and interference studies. Theoretical models were developed and experimental mockups were built and tested in large windtunnel facilities available in TsAGI.
Page 2 and 3: INTERNATIONAL SCIENCE AND TECHNOLOG
Page 4 and 5: The International Science and Techn
Page 6 and 7: ISTC Programs The core ISTC program
Page 8 and 9: Research Projects in Aeronautics To
Page 10 and 11: Contents Aeronautics Enhancement of
Page 12 and 13: Background Laminar-turbulent transi
Page 14 and 15: spectra filling in the laminarto
Page 16 and 17: Project Number: #0199 Enhancement o
Page 18 and 19: length to the distance between them
Page 20 and 21: the maximal intensity was found to
Page 24 and 25: Comparison of weight chara cteristi
Page 28 and 29: of TWT walls was simulated within t
Page 32 and 33: An integrated analysis was made by
Page 34 and 35: Background Development of modern tu
Page 36 and 37: Description of the Work The experim
Page 38 and 39: The aim of the project was to inves
Page 40 and 41: - lower skin and stringers (titaniu
Page 42 and 43: Number: #0808 Enhancement of Flight
Page 44 and 45: opportunities for creating novel hy
Page 46 and 47: Unfortunately, with the computation
Page 48 and 49: Number: #0887 Enhancement of Flight
Page 50 and 51: along with a flow rate approaching
Page 52 and 53: with a conical nozzle failed to obt
Page 54 and 55: Bleed of the boundary layer on the
Page 58 and 59: Description of the Work Within the
Page 60 and 61: Obtained Results The following resu
Page 62 and 63: Project Objectives The objective of
Page 64 and 65: mounted on a cylindrical sting with
Page 68 and 69: Description of the Work The followi
Page 70 and 71: turbulent boundary layers and bound
Page 74 and 75: Enhancement of Flight Performance,
Page 76 and 77: computational grid adapted to a WT
Page 78 and 79: possessing metrological parameters
Page 80 and 81:
• a study of nonsymmetrical crack
Page 82 and 83:
For example, freeplay can arise i
Page 84 and 85:
nonlinearities and uncertainties. T
Page 86 and 87:
een found. Research of interference
Page 88 and 89:
verification of numerical codes des
Page 90 and 91:
Background Propeller driven aviatio
Page 92 and 93:
fabricated. Thereafter, a model of
Page 94 and 95:
Number: #G-0916 Enhancement of Flig
Page 96 and 97:
Number: #G-1600 Enhancement of Flig
Page 98 and 99:
Improvement of Safety and Operation
Page 100 and 101:
harmonics of the mass defect and th
Page 102 and 103:
important for the HRG, are not meas
Page 104 and 105:
Project Number: #0201 Improvement o
Page 106 and 107:
Numerical matching at the zone boun
Page 108 and 109:
The time history (for a time interv
Page 110 and 111:
ISTC Project #101898 “Flight sa
Page 112 and 113:
In recent years, remote sounding of
Page 114 and 115:
at a distance of 1020 wingspans u
Page 116 and 117:
Engineering (VORTSEC) and simplifie
Page 118 and 119:
this type, a sample (aircraft) is a
Page 120 and 121:
simulated. The impactorsimulator
Page 122 and 123:
Decrease of Environmental Impact Pr
Page 124 and 125:
The analysis of flow fields in the
Page 126 and 127:
Ozone layer impact Combustion produ
Page 128 and 129:
Number: #0497 Decrease of Environme
Page 130 and 131:
• almost all the air and fuel (ex
Page 132 and 133:
Project Number: #0627 Decrease of E
Page 134 and 135:
Number: #0627.2 Decrease of Environ
Page 136 and 137:
to a gasgenerator airplane in a p
Page 138 and 139:
Project Objectives The objective of
Page 140 and 141:
Project Number: #2249 Decrease of E
Page 142 and 143:
In a new Project, this code was fur
Page 144 and 145:
Obtained Results The following main
Page 146 and 147:
Project Objectives The objectives o
Page 148 and 149:
• for the flying test bed Tu154
Page 150 and 151:
Recently, a number of papers on low
Page 152 and 153:
Obtained Results 1. A model combust
Page 154 and 155:
Institutes - ISTC Recipients in Aer
Page 156 and 157:
Page 158 and 159:
Page 160 and 161:
Page 162 and 163:
Page 164 and 165:
Page 166 and 167:
Page 168 and 169:
Page 170 and 171:
List of the Project Proposals (open
Page 172 and 173:
List of the Project Proposals (open
show all

Aerospace Research - ISTC Funded Projects 1994-2009

Create successful ePaper yourself

Delete template?

Save as template?