Design Guidelines for Supersonic Aircrafts in Civil Aviation

Mr., Tridib Banerjee

doi:10.15394/ijaaa.2019.1430

Cited by 3 publications

(2 citation statements)

References 23 publications

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“…It can be assumed that there exist two main parts for shape modification to reduce sonic booms: fuselage and wings. In order to decrease sonic boom noise, a long nose is commonly used to spread out the waves generated by the nose of the aircraft which increases the overpressure rise time [1]. This is why designs such as the Concorde, X-59 and other concept commercial supersonic aircrafts have such long and slender noses.…”

Section: Shape Modificationmentioning

confidence: 99%

Evaluation of feasibility of commercial supersonic flight based on aeroacoustics

LIU

2023

TNS

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The drive to attain ever higher speeds, to be able to travel ever faster fuels the research and development for a commercial supersonic aircraft. This has previously led to the Concorde which travelled at more than twice the speed of sound. Now, in addition to business considerations about economic viability, supersonic aircraft must be quieter and emit less emissions. Considering the 20 years that have elapsed since Concordes retirement, this study aims to reevaluate the current challenges and limitations to achieving commercial supersonic flight again, in the context of noise. Identifying sonic booms and jet exhaust noise as two main challenges, it reviews current shape optimization methods, plasma as a sonic boom mitigator, sonic boom circumvention, chevron nozzles, variable cycle engines, engine positioning, and their corresponding limitations. Some of the methods have been refined for use and application in final stage design and manufacture of certain supersonic aircraft which indicates a certain feasibility.

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Section: Shape Modificationmentioning

confidence: 99%

Evaluation of feasibility of commercial supersonic flight based on aeroacoustics

LIU

2023

TNS

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“…Thanks to the experience on the X-59, in June 2019, Lockheed Martin provided the design of a quiet supersonic airliner (QSTA) consisting of a twin-engine aircraft able to carry 40 passengers at M ∞ = 1.8. Research activities highlight that particular care must be taken in designing aircraft configurations, especially in opportunely shaping the front fuselage, wing, and their integration to allow boomless cruise, i.e., to reduce the aeroplane sonic boom signature to a reasonable noise footprint standard [15][16][17]. According to the Whitham theory, in fact, the entity of the overpressure signature to the ground depends onto the wave drag due to the volume and the wave drag due to lift [18,19].…”

Section: Overview On Supersonic Aircraft Under Development and Investigationmentioning

confidence: 99%

Aerodynamic Analysis of a Supersonic Transport Aircraft at Landing Speed Conditions

et al. 2021

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Supersonic flight for commercial aviation is gaining a renewed interest, especially for business aviation, which demands the reduction of flight times for transcontinental routes. So far, the promise of civil supersonic flight has only been afforded by the Concorde and Tupolev T-144 aircraft. However, little or nothing can be found about the aerodynamics of these aeroshapes, the knowledge of which is extremely interesting to obtain before the development of the next-generation high-speed aircraft. Therefore, the present research effort aimed at filling in the lack of data on a Concorde-like aeroshape by focusing on evaluating the aerodynamics of a complete aircraft configuration under low-speed conditions, close to those of the approach and landing phase. In this framework, the present paper focuses on the CFD study of the longitudinal aerodynamics of a Concorde-like, tailless, delta-ogee wing seamlessly integrated onto a Sears–Haack body fuselage, suitable for civil transportation. The drag polar at a Mach number equal to 0.24 at a 30 m altitude was computed for a wide range of angles of attack (0∘,60∘), with a steady RANS simulation to provide the feedback of the aerodynamic behaviour post breakdown, useful for a preliminary design. The vortex-lift contribution to the aerodynamic coefficients was accounted for in the longitudinal flight condition. The results were in agreement with the analytical theory of the delta-wing. Flowfield sensitivity to the angle of attack at near-stall and post-stall flight attitudes confirmed the literature results. Furthermore, the longitudinal static stability was addressed. The CFD simulation also evidenced a static instability condition arising for 15∘≤α≤20∘ due to vortex breakdown, which was accounted for.

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Improved vortex lattice method for drag prediction of supersonic wings using shock cone modelling

Joshi,

Thomas,

Tan

et al. 2024

Preprint

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In the realm of supersonic design, obtaining data for numerous supersonic configurations amidst intricate flow conditions proves time-consuming due to the excessive costs associated with high-fidelity computational demands. Running iterative simulations over an extended period is often impractical or entails substantial expenses. This inherent challenge necessitates the adoption of low-order potential solvers with reasonable accuracy to generate datasets. In support of this objective, This study addresses the high computational costs of obtaining data for supersonic configurations by developing a low-order solver that combines the Taylor-Maccoll hypervelocity method (TMHM) with the supersonic vortex lattice method. This approach aims to provide accurate drag predictions in supersonic flows while minimizing computational demands. By integrating TMHM to calculate wave drag and skin friction drag and enhancing the vortex lattice method to handle shockwave impacts through panel matching, the solver achieves improved accuracy in lift and drag computations. Validation against experimental data shows a 20% reduction in drag prediction error compared to traditional vortex lattice methods, with a 2.01% error for low-shock angles. The method achieves accuracy rates between 90% and 95% across various configurations, including a 90% accuracy for delta wings, 85% for positive dihedral wings, and 95% for large sweptback angle designs, as confirmed by comparisons with high-fidelity CFD data.

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Design Guidelines for Supersonic Aircrafts in Civil Aviation

Cited by 3 publications

References 23 publications

Evaluation of feasibility of commercial supersonic flight based on aeroacoustics

Evaluation of feasibility of commercial supersonic flight based on aeroacoustics

Aerodynamic Analysis of a Supersonic Transport Aircraft at Landing Speed Conditions

Improved vortex lattice method for drag prediction of supersonic wings using shock cone modelling

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