A Fundamental Study for the Development of Boomless Supersonic Transport Aircraft

Kusunose, Kazuhiro; Matsushima, Kisa; Goto, Yuichiro; Yamashita, Hiroshi; Yonezawa, Masahito; Maruyama, Daïgo; Nakano, Tomoharu

doi:10.2514/6.2006-654

Cited by 45 publications

(34 citation statements)

References 2 publications

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“…Particularly, sonic boom must be reduced significantly to make supersonic transport (SST) feasible [2,3]. Kusunose et al [4][5][6][7][8] and Kuratani et al [9] have examined the biplane concept to design a low boom configuration. This concept allows significant reduction of sonic boom using a Busemann-type biplane.…”

Section: Doi: 102514/140215mentioning

confidence: 99%

Sonic Boom Variability Due to Homogeneous Atmospheric Turbulence

Yamashita

Obayashi

2009

Journal of Aircraft

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This study describes the nondeterministic effect of homogeneous atmospheric turbulence on sonic boom propagation. The Sears-Haack body was calculated in three dimensions by computational fluid dynamics in inviscid flow (Euler) mode to create the near-field pressure wave. The homogeneous atmospheric turbulence field was represented by the finite sum of discrete Fourier modes based on the von Karman and Pao energy spectrum. The sonic boom signature was then calculated by the modified waveform parameter method, considering a random velocity of homogeneous atmospheric turbulence. The results of this study indicated that atmospheric turbulence has a marked influence on sonic boom overpressure during its propagation to the ground. In comparison to the noturbulence condition, we found that the sonic boom decreased in 59% of the cases and increased in 41% of the cases. Thus, homogeneous atmospheric turbulence seems to favor a decrease, rather than an increase, in boom overpressure. In addition, we found that turbulence has a small effect on the propagation path from the flight altitude to the ground. Nonetheless, this small change in the propagation path may result in a variability, of the point at which the sonic boom reaches the ground, of up to 1820 ft in the north-south direction (flight direction) and 115 ft in the east-west direction.

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Section: Doi: 102514/140215mentioning

confidence: 99%

Sonic Boom Variability Due to Homogeneous Atmospheric Turbulence

Yamashita

Obayashi

2009

Journal of Aircraft

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“…But this part of the drag can be reduced significantly by combining multiple airfoils together [7]. To show this, we first simplify the general airfoil to a flat plate airfoil.…”

Section: Wave Reduction Effectmentioning

confidence: 99%

“…Using CFD, Kusunose et al [7] proved in their paper that the lift of the biplane system will be zero if all the shock waves are reflected into the sky. HU, JAMESON, AND WANG Airfoils producing zero lift are not practically useful.…”

Section: Wave Reflection Effectmentioning

confidence: 99%

Adjoint based aerodynamic optimization of supersonic biplane airfoils

Jameson

Wang

2011

49th AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

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This paper addresses the aerodynamic performance of Busemann-type supersonic biplanes at both design and offdesign conditions. An adjoint-based optimization technique is used to optimize the aerodynamic shape of the biplane to reduce the wave drag at a series of Mach numbers ranging from 1.1 to 1.7, at both acceleration and deceleration conditions. The optimized biplane airfoils dramatically reduces the effects of the choked flow and flow-hysteresis phenomena, while maintaining a certain degree of favorable shockwave interaction effects at the design Mach number. Compared with a diamond-shaped single airfoil of the same total thickness, the wave drag of our optimized biplane is lower at almost all Mach numbers, and is significantly lower at the design Mach number.

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“…Recently, a new biplane concept targeting the lifted condition (biplane airfoil concept analyzed as inverse problem) was proposed by Kusunose et al and the results of computational fluid dynamics (CFD) analysis indicate the possibility for considerable reduction of the wave drag. 2,4) This airfoil configuration cancels the waves since favorable wave interaction between the two airfoil elements is achieved by choosing their geometries and relative locations carefully. In aircraft design utilizing the biplane concept, the wings or airfoils should have much higher lift coefficients in the low-speed range than that in the supersonic range.…”

Section: Introductionmentioning

confidence: 99%

Study on Busemann Biplane Airfoil in Low-Speed Smoke Wind Tunnel

Kashitani

Yamaguchi

Kai

et al. 2010

Trans. Japan Soc. Aero. S Sci.

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The Busemann biplane airfoil is considered one of the candidates for reducing sonic boom. In aircraft designs utilizing the biplane concept, high-lift devices must be used for takeoff and landing in low-speed conditions. In this work, flow visualizations were performed around a Busemann biplane airfoil equipped with leading and trailing edge flaps in a smoke wind tunnel. The lift coefficient of the biplane airfoil was estimated by utilizing a method based on measurements of smoke line patterns. The aspect ratio of the baseline Busemann biplane model was 0.75, the thickness ratio of the single element was 5%, and the wave cancellation condition was designed for Mach number 1.7. The length of each of the flap chords was 30% of the baseline. The Reynolds number, which is based on the chord length of the airfoil, is about 2:8 Â 105 . The results of the study are summarized as follows. For the baseline Busemann airfoil without flaps, the lift coefficient increases linearly as the angle of attack increases. The slope of the lift coefficient c l is 0.062 (1/deg.), which is in good agreement with reference data. This indicates that measuring smoke line patterns is a valid method for estimating the lift coefficient of biplane airfoils. Based on the visualization of the flow around the biplane model equipped with deflected leading and trailing edge flaps, confirmed that the separation bubble is smaller than in the baseline model due to the effective increase in camber. When the deflection angle of the trailing edge flap is increased, the lift coefficient also increases. The trend of the increasing c l is similar to that of conventional monoplane airfoil models with trailing edge flaps. Therefore, such flaps can be considered effective high-lift devices for Busemann biplane airfoils.

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A Fundamental Study for the Development of Boomless Supersonic Transport Aircraft

Cited by 45 publications

References 2 publications

Sonic Boom Variability Due to Homogeneous Atmospheric Turbulence

Sonic Boom Variability Due to Homogeneous Atmospheric Turbulence

Adjoint based aerodynamic optimization of supersonic biplane airfoils

Study on Busemann Biplane Airfoil in Low-Speed Smoke Wind Tunnel

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