Performance Improvements of a Regional Aircraft by Riblets and Natural Laminar Flow

Catalano, Pietro; Rosa, Donato De; Mele, Benedetto; Tognaccini, Renato; Moëns, Frédéric

doi:10.2514/1.c035445

Cited by 23 publications

(7 citation statements)

References 30 publications

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“…Mele and Tognaccini [14] modeled riblets as a singular roughness problem in the transitional regime [15], adopting a wall boundary condition for the turbulence model. Results in agreement with the experiments in the case of a flat plate, airfoil, and practical aeronautical configurations in a wide range of Reynolds numbers were presented in [16][17][18]. Jiahe et al [19] adopted a similar method to compute the riblet effect on a missile surface.…”

Section: Introductionsupporting

confidence: 53%

“…The boundary condition (6) was applied to full aircraft configurations in [16][17][18], showing how this model was able to analyze in detail riblet performance on practical aeronautical configurations. In particular, a transonic wing body configuration (NASA CRM) subject of the fifth AIAA CFD drag prediction workshop (DPW5) and two different wing body configurations designed to have a wide Natural Laminar Flow (NLF) along the wing were analyzed.…”

Section: Modeling the Riblet Effect On Aircraft Configurationmentioning

confidence: 99%

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Riblet Drag Reduction Modeling and Simulation

Mele

2022

Fluids

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One of the most interesting passive drag reduction techniques is based on the use of riblets or streamwise grooved surfaces. Detailed flow features inside the grooves can be numerically detected only by Direct Numerical Simulations (DNS), still unfeasible for high Reynolds numbers and complex flows. Many papers report the DNS of flows on microgrooved surfaces providing fundamental details on the drag reduction devices, but all are limited to plate or channel flows far from engineering Reynolds numbers. The numerical simulation of riblets and other drag reduction devices at very high Reynolds numbers is difficult to perform due to the riblet dimensions (microns in aeronautical applications). To overcome these difficulties, some models for riblet simulation have been developed in recent years, due to the data provided by DNS, experiments, and theoretical analyses. In all these models, the drag reduction is modeled rather than effectively captured; however, the analysis of some nonlocal effects on practical aeronautical configurations with riblets, requires their adoption. In this paper, the capabilities of these models in predicting riblets’ performance and some interesting features of the riblets’ effect on form drag and shock waves are shown. Two models are discussed and compared showing their respective advantages and limitations and providing possible enhancements. A comparison between the two models in terms of accuracy and convergence is discussed, and two new formulae are proposed to improve one of these models. Finally, a review of the results obtained by the two models is provided showing their capabilities in the analysis of the riblet effect on complex configurations.

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Section: Introductionsupporting

confidence: 53%

Section: Modeling the Riblet Effect On Aircraft Configurationmentioning

confidence: 99%

Riblet Drag Reduction Modeling and Simulation

Mele

2022

Fluids

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“…The selection of 2030 technologies considers the Technology Readiness Level, the effectiveness of the technology, and the compatibility of the technology with propeller-driven regional aircraft. As shown in Table 3, the technologies selected for advanced 19-pax and 50-pax models cover the disciplines of aerodynamics, structure, propulsion, and subsystems [28][29][30][31][32][33][34][35][36][37]. Details regarding these technologies can be found in Cai et al [27].…”

Section: B Advanced Technology Aircraft (Ata)mentioning

confidence: 99%

System-level Trade Study of Hybrid Parallel Propulsion Architectures on Future Regional and Thin Haul Turboprop Aircraft

Cai

Pastra

Xie

et al. 2023

AIAA SCITECH 2023 Forum

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This paper evaluates the potential benefits of applying hybrid parallel propulsion architectures to future turboprop aircraft that are expected to enter into service in 2030. Two baseline aircraft models are established by infusing viable 2030 airframe and engine technologies on state-of-the-art 19-passenger and 50-passenger aircraft models. Two parametric parallel hybrid architectures are proposed and applied on both size classes: Architecture 1 has two propellers, each driven by an engine and an electric motor in parallel, and allows in-flight recharging; Architecture 2 has four propellers, each driven by either an engine or an electric motor, and allows parallel operation during the cruise. A design space exploration is conducted on the powertrain design variables and the electric component key performance parameters. A constrained optimization implies that Architecture 1 and 2 can achieve fuel savings of about 2.6% and 6.6%, respectively, given 2030 electric component technology assumptions. Electric taxi consistently results in fuel saving when battery technology is beyond the projected 2030 level. Preliminary sensitivity studies show that the performance of Architecture 2 is more sensitive to the battery technology compared to Architecture 1 due to its extensive use of battery energy during the cruise.

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“…UZEN solves the compressible Navier-Stokes equations based on a multi-block structured approach, and is normally used for simulating steady and unsteady flows around complex aeronautical models. Evidence of its efficacy has been provided through reproduction of flows involving some peculiar phenomena [24,25] and for complex devices [26,27]. The spatial discretization in UZEN consists of a central finite-volume formulation with explicit blended 2nd and 4th order artificial dissipation.…”

Section: New Cira Numerical Simulationsmentioning

confidence: 99%

Comparability of Hot-Wire Estimates of Liquid Water Content in SLD Conditions

Esposito¹,

Orchard²,

Lucke³

et al. 2023

SAE Technical Paper Series

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<div class="section abstract"><div class="htmlview paragraph">Future compliance to FAA 14 CFR Part 25 and EASA CS-25 Appendix O conditions has required icing wind tunnels to expand their cloud simulation envelope, and demonstrate accurate calibration of liquid water content and droplet particle size distributions under these conditions. This has led to a renewed community interest in the accuracy of these calibrations, and the potential inter-facility bias due to the choice of instrumentation and processing methods. This article provides a comparison of the response of various hot-wire liquid water content instruments under Appendix C and supercooled large droplet conditions, after an independent similar analysis at other wind tunnel facilities. The instruments are being used, or are under consideration for use, by facilities collaborating in the ICE GENESIS program. For droplet median volume diameters (MVDs) between about 15 and 250 μm, cylindrical hot wire LWC sensors were found to consistently and increasingly under-read measurements from conical and trough TWC sensors as MVD increased, and were not considered further. Of the remaining TWC sensors, the specific instruments investigated were found to agree within about ± 20% of their average test point response for the range of conditions tested, but systematic scale differences between instruments were found to reach about a factor of 1.4. Sensitivity to increasing droplet MVD was concluded to be similar amongst different instruments given the uncertainties, except for two that exhibited notable roll-off with MVD relative to the others.</div></div>

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Performance Improvements of a Regional Aircraft by Riblets and Natural Laminar Flow

Cited by 23 publications

References 30 publications

Riblet Drag Reduction Modeling and Simulation

Riblet Drag Reduction Modeling and Simulation

System-level Trade Study of Hybrid Parallel Propulsion Architectures on Future Regional and Thin Haul Turboprop Aircraft

Comparability of Hot-Wire Estimates of Liquid Water Content in SLD Conditions

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