Aerodynamic Optimization of Subsonic Flying Wing Configurations

Mialon, B.; Fol, Thierry; Bonnaud, Cyril

doi:10.2514/6.2002-2931

Cited by 26 publications

(16 citation statements)

References 3 publications

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“…A low-noise design of a 215-passenger BWB with a 5000 nautical mile range was proposed. The French national research project (AVECA), a collaboration between Airbus and ONERA, studied a low capacity BWB configuration [24,25]. The New Aircraft Concepts Research (NACRE), also led by Airbus, studied winglet design for the BWB configuration [24].…”

Section: Introductionmentioning

confidence: 99%

Aerodynamic Shape Optimization of a Blended-Wing-Body Aircraft

Lyu

Martins

2013

51st AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

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This paper presents aerodynamic shape optimization results for a 800-passenger blended-wing-body aircraft. A gradient-based optimizer and a parallel structured multiblock CFD solver are used. The derivatives are computed with an adjoint method, allowing optimization with respect to a large number of design variables. The aerodynamic shape optimization uses 807 shape and planform design variables to explore the design space. The objective function is the drag coefficient at a cruise condition. Both the lift and the root bending moment are constrained. The improvement due to the addition of planform variables is investigated. In addition, trim and stability constraints are considered in some of the optimization studies. We achieved an optimized blended-wing-body aircraft that satisfies both trim and static margin constraints, while minimizing the drag coefficient.

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Section: Introductionmentioning

confidence: 99%

Aerodynamic Shape Optimization of a Blended-Wing-Body Aircraft

Lyu

Martins

2013

51st AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

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“…enables to use them in automatic optimization chains. Such optimization strategies involving Navier-Stokes solvers have been applied in aeronautics on fixed wing configurations [11,17], and via adjoint formulation on aircraft configurations [9,15], and have demonstrated their efficiency to be successfully integrated in design cycles. Only few authors apply numerical optimization coupled with CFD codes on rotary wing, these automatic design tools being only applied for turbomachinery problems in quasi 3D and 3D [4,7].…”

Section: Introductionmentioning

confidence: 99%

Numerical optimization of helicopter rotor aerodynamic performance in hover

Pape

Beaumier

2005

Aerospace Science and Technology

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“…The center-body sections are fore-loaded such that they carry almost all of their lift ahead of the center of gravity, with little to no inefficient reflex required, with the exception of the BWB160-1. The optimizer has found the same trim mechanism as described by Sargeant et al 50 The optimizer trims the designs primarily through the center-body design since the large chord implies that small changes in the local sectional pitching moment coefficient produce a significant total change in the pitching moment without inducing large performance penalties associated with strongly fore-loaded sections, as noted by Mialon et al 51 On the wing, the optimizer designs supercritical sections. While trimmed, all of the designs are longitudinally unstable, with static margins between 0% and −9.4% and would require some form of an active stability system.…”

Section: Bwb Optimizationmentioning

confidence: 80%

Aerodynamic Design of Blended Wing-Body and Lifting-Fuselage Aircraft

Reist

Zingg

2016

34th AIAA Applied Aerodynamics Conference

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High-fidelity aerodynamic shape optimization based on the Reynolds-averaged Navier-Stokes equations is used to optimize the aerodynamic performance of conventional and blended wing-body (BWB) aircraft for a range of aircraft sizes from regional to wide-body classes. Trim-constrained drag minimization is performed, with optimized conventional tube-and-wing (CTW) designs serving as performance references. First, a set of 'classically' shaped BWB configurations are optimized across the range of classes. The classically shaped regional and narrow-body-class BWBs offer only a marginal fuel-burn benefit relative to the equivalent conventional designs. The wide-body-class BWB offers up to 10.9% lower fuel-burn than the equivalent CTW. Exploratory optimizations with significant geometric freedom are then performed, resulting in a set of novel shapes with a more slender lifting fuselage and distinct wings. Based on these exploratory results, new lifting-fuselage configurations (LFCs) are designed. The slenderness of the LFC fuselage decreases with aircraft size, such that, for the largest class, the LFC reduces to a classical BWB shape. Due to their lower weight and higher aerodynamic efficiency, the LFC designs burn 6.1% and 9.7% less fuel in cruise than the equivalent CTWs for the regional and narrow-body classes, respectively. In addition, the LFCs are more aerodynamically efficient and burn less fuel than the BWBs. Additional optimizations were performed to determine the aerodynamically optimal cruise altitude of all of the aircraft. Due to their lower wing loading, the resulting increase in cruise altitude is most beneficial for the BWBs, such that the regional and narrow-body-class BWBs burn up to 5.5% less fuel than the CTWs. The LFCs offer up to a 10.3% fuel-burn reduction relative to the CTWs when at their optimal altitude.

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Aerodynamic Optimization of Subsonic Flying Wing Configurations

Cited by 26 publications

References 3 publications

Aerodynamic Shape Optimization of a Blended-Wing-Body Aircraft

Aerodynamic Shape Optimization of a Blended-Wing-Body Aircraft

Numerical optimization of helicopter rotor aerodynamic performance in hover

Aerodynamic Design of Blended Wing-Body and Lifting-Fuselage Aircraft

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