HISSS - A higher-order subsonic/supersonic singularity method for calculating linearized potential flow

Fornasier, L.

doi:10.2514/6.1984-1646

Cited by 20 publications

(7 citation statements)

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“…was implemented by programs following PANAIR such as HISSS [6] and MARCAP [7]. One other key common characteristic between all the aforementioned methods is the use of a structured surface discretization, which places a large burden on the user to correctly prepare geometry for evaluation.…”

Section: Acknowledgmentsmentioning

confidence: 99%

“…Furthermore, it allows for the implementation of boundary layer models since the solved velocities vary linearly across the body [6]. The primary downside of using quadratically varying doublets is the complexity introduced in the solution to the BIEs, which in turn results in substantially longer computation times relative to using a lower-order doublet distribution.…”

Section: Higher-order Doublet Schemementioning

confidence: 99%

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A Higher-Order Method Implemented in an Unstructured Panel Code to Model Linearized Supersonic Flows

Davis

Marshall

2020

AIAA Scitech 2020 Forum

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Since their conception in the 1960s, panel codes have remained a critical tool in the design and development of air vehicles. With continued advancement in computational technologies, today's codes are able to solve flow fields around arbitrary bodies more quickly and with higher fidelity than those that preceded them. Panel time at Cal Poly, I thank you for good company and memorable experiences both in and outside the classroom. And to my girlfriend, Sam, who has stood by my side through it all and continually pushed me forward. v

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Section: Acknowledgmentsmentioning

confidence: 99%

Section: Higher-order Doublet Schemementioning

confidence: 99%

A Higher-Order Method Implemented in an Unstructured Panel Code to Model Linearized Supersonic Flows

Davis

Marshall

2020

AIAA Scitech 2020 Forum

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“…As the original PrADO only considered subsonic flow running a simple linearized method (lifting line theory only for the wing) for aerodynamic calculations a completely different aerodynamic model had to be installed into PrADO-Sup. This model running the panel code HISSS [2] currently handles a combined wing-fuselage with flaps and is described in detail in the following chapter. With the aerodynamic data achieved, the engines can be detined to tit into the FAR requirements, so take-off distance, climb angle, single engine climb and transonic transmission are checked.…”

Section: Design Processmentioning

confidence: 99%

“…For supersonic flow a more expensive model has to be used to consider planform-, thickness-, chamber-, twist-effects or the influence of the fuseJage, empennage and nacelles. Furthermore, requirements for a code to run within a preliminary design process are robustness, high accuracy and minimum run time.Considering all these topics the panel code HISSS [2] was chosen in conjunction with a DLR grid generator [4] to provide valid data in a wide range of both subsonic and supersonic flow.…”

Section: The Aerodynamic Model Of Prado-supmentioning

confidence: 99%

The Preliminary Aircraft Design and Optimization Program for Supersonic Commercial Transport Aircraft PrADO-Sup

Seubert¹

1997

Notes on Numerical Fluid Mechanics (NNFM)

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SUMMARYThis paper presents the multi-disciplinary design code PrADO-Sup for supersonic commercial transport aircraft which is astrongly modified and extended version of PrADO, the Preliminary Aircraft Design and Optimization Code developed at the Institute of Aircraft Design and Structural Mechanics of the Technical University of Braunschweig. The modular structure of PrADO-Sup is shown and all topics within the iteration and optimization loops are addressed. Detailed information is given on the integration of an advanced aerodynarnic model. Here the higher order panel code HISSS, developed by DASA-LM, was implemented to provide data for a wide range of both subsonic and supersonic onflow conditions. INTRODucnONContinuously rising air traffic and extended routes will lead to adecision of the aerospace industry, aircraft operators and governments from different countries for the development of future high capacity aircraft within the next few years. On the one hand this will be a conventional ultra high capacity aircraft with 600+ passengers cruising at high subsonic speed and on the other hand a new supersonic transport aircraft with increased capacity of 250+ passengers and increased range of 5000+ nm compared to the Concorde, the one and only commercially operated supersonic transport aircraft in the world. This new supersonic aircraft has to fulfill current and future environmental requirements such as pollution or take-off noise and must be economically competitive against new subsonic aircraft. Due to the complexity of a totally revised new aircraft and due to the sensitivity of a supersonic transport configuration with respect to aerodynamics, structural weight, engine performance and environmental constraints a multidisciplinary design and optimization tool has to be used to get the most economic result fitting within all the requirements and constraints. That is why DLR, Institute of Design Aerodynamics, is currently adapting a preliminary aircraft design and optimization program for supersonic commercial transport aircraft, called PrADO-Sup. This code is a strongly modified and extended version of PrADO [1], a code developed at the Technical University of Braunschweig, Institute of Aircraft Design and Structural Mechanics. Besides the redesign of the existing supersonic transport configuration, the Concorde, for the validation of PrADO-Sup the code will be run for the design and optimization of advanced configurations, parameter and sensitivity studies within the design and the analysis of future unconventional configurations like blended wing bodies or canard configurations. This paper shows the modular structure of PrADO-Sup. All the topics within the iteration and optimization loops are addressed and detailed information is given on the integration of an advanced aerodynarnic model. Here the higher order panel code HISSS [2], developed by DASA-LM, was implemented to provide valid data in a wide range of both subsonic and supersonic flow.

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“…In both cases, the final evaluation of the technologies and concepts is based on integrated predesign studies with an improved version of the Preliminary Design and Optimization Program PrADO, [1][2][3] originally developed at the Institute of Aircraft Design and Structure Mechanics of Technical University Braunschweig. For this purpose, the aerodynamics module of PrADO was improved by the implementation of the Higher-Order Subsonic / Supersonic Singularity Method HISSS, 4 provided by Daimler-Benz Aerospace (DASA), Munich. In addition the flight mechanics module of PrADO was extended to allow the simulation of trimed missions for TSA configurations.…”

mentioning

confidence: 99%

Improvement of a preliminary design and optimization program for the evaluation of future aircraft projects

Strohmeyer

Seubert

1998

7th AIAA/USAF/NASA/ISSMO Symposium on Multidisciplinary Analysis and Optimization

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Nomenclature A = aspect ratio B = wing span C D = drag coefficient C D,0 = zero-lift drag coefficient, C D (C L =0) C L = lift coefficient C L / C D = lift-over-drag ratio, L / D C M = pitching moment coefficient C p = pressure coefficient c = chord length H = flight altitude, km h = height, m k = k-factor of quadratic drag polar k α = correction factor for vortex lift l µ = aerodynamic mean chord M ∞ = freestream Mach number R = range, km S = wing reference area, m 2 W = weight, t x, y, z = cartesian coordinates x C.G. = x-position of the center of gravity x N = x-position of aerodynamic neutral point α = angle of attack ε = trim angle ϕ 25 = sweep angle of quarter-chord line λ = bypass ratio η = non-dimensionalized chord length τ = taper ratio Indices C.G. = center of gravity C = canard cr = cruise f = friction HTP = horizontal tailplane lin = linear loc = local max = maximum value opt = optimum value p = pressure req = requiredIntroduction Analyses of the international operating airlines predict an annual increase of the worldwide air traffic between 5 % and 7 % for the next decades (Fig. 1). Based on these predictions the large aircraft companies and national aeronautical research institutes think about alternative concepts such as the supersonic commercial transport aircraft (SCT) or the Megaliner (A3XX) -which go beyond the conventional stretching of the existing wide bodies (B747, A330/A340).

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HISSS - A higher-order subsonic/supersonic singularity method for calculating linearized potential flow

Cited by 20 publications

References 0 publications

A Higher-Order Method Implemented in an Unstructured Panel Code to Model Linearized Supersonic Flows

A Higher-Order Method Implemented in an Unstructured Panel Code to Model Linearized Supersonic Flows

The Preliminary Aircraft Design and Optimization Program for Supersonic Commercial Transport Aircraft PrADO-Sup

Improvement of a preliminary design and optimization program for the evaluation of future aircraft projects

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