Stability of Hybrid-Wing-Body-Type Aircraft with Centerbody Leading-Edge Carving

Sargeant, M. A.; Hynes, T. P.; Hileman, James; Drela, Mark; Spakovszky, Z. S.

doi:10.2514/1.46544

Cited by 18 publications

(8 citation statements)

References 4 publications

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“…It has also been shown by Sargeant et al that shockwaves are greatly reduced over the fuselage due to a large pressure relief, making 3D results significantly lower than 2D results. 20 It has been deduced that this effect was not fairly represented by the wing based method and as such also contributed to large overestimations of the fuselage wave drag. Thus it was chosen to treat the fuselage as a conventional fuselage, determining the cross-sectional area distribution including nacelles, pylons and vertical tails, and determining the maximum cross-sectional area.…”

Section: Drag Estimationmentioning

confidence: 99%

Conceptual Design and Evaluation of Blended-Wing Body Aircraft

Brown

Vos

2018

2018 AIAA Aerospace Sciences Meeting

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Blended wing body (BWB) aircraft represent a paradigm shift in jet transport aircraft design that promise benefits over conventional aircraft. A method is presented to enable the conceptual design of BWB aircraft, enabling comparison studies with tube-and-wing aircraft (TAW) based on the same top-level requirements and analysis fidelity. The aim of this work is to make comparative studies between the blended-wing-body aircraft and its conventional tube-and-wing counterpart based upon the same design requirements at conceptual level. By developing a novel geometric parametrisation of the blended wing body, the design possibilities have been increased while maintaining straightforward shaping manipulation and robustness. The mass estimation methods that have been implemented are verified and validated to be within approximately 5% of reference blended wing bodies. Drag estimations perform less accurately with drag being overpredicted by approximately 20%. The cause of this over prediction was largely due to empirical corrections for miscellaneous and unaccounted drag sources as well as induced drag predicted by a vortex-lattice method. Test-case BWB and TAW aircraft were formed in the 150, 250 and 400 passenger classes. The comparisons of the resulting aircraft show that the blended wing body have reduced mass, improved aerodynamic efficiency and higher fuel economy. Trends also show that the improvements over tube-and-wing aircraft increase with aircraft size.

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Section: Drag Estimationmentioning

confidence: 99%

Conceptual Design and Evaluation of Blended-Wing Body Aircraft

Brown

Vos

2018

2018 AIAA Aerospace Sciences Meeting

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“…Thus no ine cient reflex is required at any position along the span. The optimizer has found the same trim mechanism as described by Sargeant et al 51 However, the design is longitudinally unstable with a static margin of 3.8% and would require some form of an active stability system.…”

Section: Optimization Resultsmentioning

confidence: 85%

High-Fidelity Aerodynamic Shape Optimization of a Lifting-Fuselage Concept for Regional Aircraft

Reist

Zingg

2017

Journal of Aircraft

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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 a conventional tubeand-wing design, a hybrid wing-body (HWB), and a novel lifting-fuselage concept for regional-class aircraft. Trim-constrained drag minimization is performed on an HWB design, with an optimized conventional design serving as a performance reference. The optimized regional-class HWB yields no drag savings when compared to the conventional reference aircraft. Starting from the optimized HWB, an exploratory optimization with significant geometric freedom is then performed, resulting in a novel shape with a slender lifting fuselage and distinct wings. Based on this exploratory result, a new regional-class lifting-fuselage configuration is designed and optimized. With a span constrained by code 'C' gate limits and having the same wing-only span as the conventional reference aircraft, this new design produces up to 10% lower drag than the reference aircraft. The e↵ect of structural weight uncertainties, cruise altitude, and stability requirements are also examined. Nomenclature CTW Conventional tube-and-wing HWB Hybrid wing-body LFC Lifting-fuselage configuration x, y, z Streamwise, spanwise and vertical coordinates ⇤ Ph.D. Candidate, AIAA Student member,

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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: 82%

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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Stability of Hybrid-Wing-Body-Type Aircraft with Centerbody Leading-Edge Carving

Cited by 18 publications

References 4 publications

Conceptual Design and Evaluation of Blended-Wing Body Aircraft

Conceptual Design and Evaluation of Blended-Wing Body Aircraft

High-Fidelity Aerodynamic Shape Optimization of a Lifting-Fuselage Concept for Regional Aircraft

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

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