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The Structured Design Methods such as Quality Function Deployment (QFD) and Pugh’s
concept generation and selection methods have been shown in the industry to improve the
problem definition and design synthesis for the new products hence resulting in the better
product design. The application is however limited in the aerospace industry, because the
decisions are mostly based on the intuition, simplified back-of-the-envelope calculations and
few hand-drawn sketches instead of any higher-fidelity design data using Computer Aided
Design and Engineering (CAD/CAE) tools. This leads to the skepticism about the findings of
such design methods and reduces their wider acceptance and application in the aerospace
design. The examples showing significant improvements in the product definition solely
based on the computationally supported design methods are almost negligible. This paper
describes work undertaken to add quantitative analysis to these methods in order to reduce
such deficiencies. A comprehensive approach has been applied to integrate the mission
analysis with high fidelity CAD, CFD and FEA tools that in return provide high fidelity data
to enter in the QFD matrix or Pugh’s Concept generation and selection matrix. MS Excel
spreadsheet coupled to high level CAD and CAE tools has integrated several aircraft design
disciplines for the preliminary design phase. The objective is to demonstrate that the
application of Design Methods results in better problem specification and solution synthesis
when the scores and rankings are based on the CAD and the high fidelity multidisciplinary
design data from aerodynamics and structures. The integration methodology is also used to
illustrate the unification of two distinct design phases in the traditional design process i.e. the
conceptual and preliminary design into one Preliminary design phase. It is suggested that
with the integration of CAD and CAE tools, one can perform all the activities and tasks in
one unified phase with reduced design cycle time as compared with two separate design
phases comprising of two separate teams. The Pugh’s Method is applied to generate,
analyze and select the design concepts for a Medium Altitude Long Endurance (MALE)
UAV utilizing high fidelity information.
Nomenclature
BWB = Blended Wing Body
CAD = Computer Aided Design
CAE = Computer Aided Engineering
CAM = Computer Aided Manufacturing
CFD = Computational Fluid Dynamics
Cp = Coefficient of Pressure
DBF = Design, Build, Fly
FEM = Finite Element Methods
FEA = Finite Element Analysis
GSA = Generative Structural Analysis
MALE = Medium Altitude Long Endurance
UAV = Unmanned Aerial Vehicle
1
Graduate Student, School of Aeronautics and Astronautics, Student Member AIAA.
2
Professor, School of Aeronautics and Astronautics, Member AIAA.
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American Institute of Aeronautics and Astronautics
Copyright © 2009 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.
I. Introduction
A ircraft design usually comprises of three distinct phases namely the Conceptual, Preliminary and Detail design.
The conceptual design is characterized by understanding customer requirements, brainstorming for new ideas,
generation of design concepts, and selection of one or several design candidates. These design concepts are further
refined and one concept is selected with configuration freeze at the end of the Preliminary Design phase. The major
difficulty with the current approach is the fidelity or quality of the information that enters during these two phases in
making some of the most critical decisions at configuration level. The lower fidelity information cannot help a lot in
making the most crucial design choices and leads to poor product definition in these two phases.
The activities during each of
these three phases along with
the problems encountered
appear in
In order to address the multidisciplinary nature of the aircraft design and its challenges, an integrated approach is
required that is capable of providing high fidelity information for the application of the Design Methods. Such an
approach would result in comprehensive design synthesis that effectively meets the mission requirements. This
approach requires the following steps;
1. Given a set of mission
requirements, perform mission
analysis.
2. Integrate the aircraft design
process using multi-fidelity,
commercial off-the-shelf (COTS)
CAD, CFD and FEA Tools.
Generate the design concepts
utilizing the capabilities of this
design integration.
3. Extract the design information
suitable for the application of the
design methods such as QFD3
and Pugh’s Method4.
4. Populate the scoring matrices in
the design methods such as QFD
or Pugh’s Method for the
problem definition as well as the
design synthesis.
This approach appears in Figure 3.
Figure 3: Schematic of the integrated approach to the aircraft preliminary design utilizing High Fidelity
CAD, CFD, FEA Tools and Design Methods
Unifying the Two Distinct Aircraft Design Phases into One Preliminary Design Phase
This approach is targeted not only at improving the design, but the design process as well. The integrated approach
that can simultaneously enable all the activities of the conceptual as well as preliminary design phases with higher
fidelity can in effect remove the boundaries and merge the two phases into one preliminary design phase. This
unification of phases is illustrated in Figure 4 and Figure 5.
Figure 4: Merging the traditional conceptual and preliminary design phases of aircraft design
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Prelimnary Design Prelimnary Design
Conceptual Design (Isolated Second phase (Integarated initial design
(Isolated phsae characterized characterized by low to phase charectrized by high
by least fidelity design tools) medium fidelity tools: fidelity CAD, CFD and FEA
Configuration Freeze) Tools and Design Methods)
To alleviate the problems with the current approach, the ability to incorporate high level design tools such as CAD
modeling, CFD, and FEA is proposed for the application of the Pugh’s Method of concept
oncept generation and selection.
Pugh’s Method is used to generate and select design concepts. The application of the Pugh’s method begins with a
complete list of design concepts by comparing them with one of the concept
conceptss as a Datum. The rest of the concepts
are compared with this Datum using the following ratin
rating for each of a set of criteria;
1. If the concept being compared is bet better than the
Datum, it gets a plus (+). Initial design
2. If the concept being compared is worse than the
Datum, it gets a minus (-).
C
3. If the concept being compared is same as the Datum, C Concepts
Reduced
it gets a same (S). Pugh recommends putting an S in
ambiguous situations where no clear winner emerges New Concepts
Pugh’s Method is also called the Method of Controlled Added
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Engineering Attributes or HOWS (B)
The engineering attributes (called HOWs) are selected based on the customer requirements. The EAs are the
measurable set of parameters that help meet the customer requirements satisfactorily.
D. Correlation
B. Engineering Matrix
Attributes or HOWS
E. Competition
Benchmarking
A. Customer
Requirements
or WHATS
Taylor and Weisshaar Ref.[5-7], have done an extensive work in the application of the design method called QFD to
the wing design using an array of structural design tools ranging from low to high fidelity. The design candidates
are evaluated based on various fidelity level structural analysis tools ranging from ASTROS to NASTRAN. The
authors have demonstrated that the higher level structural design tools can be used during the conceptual design
phase where critical, and configuration level decisions have to be made. Furthermore, these calculations have
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formed the basis for making much more informed and rational choices during the concept selection process. The
“funneling approach” towards higher fidelity structural analysis appears in Figure 8. This approach proceeds
through a refinement of structural modeling as well as application of the analysis tools. The FEM1 model is
generated by filling the entire wing with elastic medium and representative loads are applied to generate load paths.
A refined model is then generated for the second stage of the structural design using ASTROS and NASTRAN.
Nickol et al Ref. [8] have applied the DoD defined concept generation methodology called the Analysis of
Alternatives (AoA) to generate and evaluate design concepts for the HALE UAV design. Analysis of Alternatives
(AoA) is required by the Department of Defense (DoD) to be used at major milestone decision points (A, B, C etc.)
for making selection among several design concepts. Ref.[9] defines it as, “an analytical comparison of the
operational effectiveness, suitability, and Life-Cycle cost of alternatives that satisfy established capability needs”.
The design concepts are generated using a proprietary tool developed by AeroVironment, Inc. and delivered to
NASA Dryden Flight Research in 2004. The details of what the design tool actually does are not provided.
However, the consideration of 16 design concepts as shown in Figure 8, including solar regenerative as well as
consumable fuels, is more relevant from the industrial point of view.
Figure 8: QFD Application to the Wing Structural Design and AoA application to the HALE UAV Design
Concepts, Figures from Ref.[7,9]
The idea is to layout the components of the methodology shown in Figure 3 in Excel spreadsheets where data entry
and visualization is simple and convenient. Sizing methodologies from Raymer19 and Brandt20 are implemented to
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calculate the wing reference area. After the initial sizing, design information from various fidelity level CAD and
CAE tools is utilized instead of continuing with the sizing and lofting methods described in Raymer. The first
spreadsheet is called the GlobPar (Global Parameters) where the user enters geometry parameters such as wing
aspect ratio, wing area, chord length, taper ratio, sweep, dihedral and twist angles. The SectionGlobalCoord
(Sections Global Coordiantes) Spreadsheet is used for converting these geometry parameters into different sections’
coordinates in the aircraft global coordinate system. The airfoil, elliptic and circular sections are entered and
updated in various spreadsheets that can be selected by the user to design a particular part of the aircraft.
Figure 10: The Geometry definition for the wing, body and winglet sections
Figure 11: Rectangular wing transformed into various wing planforms and BWB
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Figure 12: CAD Evolution: A rectangular w
wing transformed into the BWB and wing and tube designs
design
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Figure 15:: Generation of the structural members in CATIA and ANSYS
Figure 16: Complete Structural Layout along with the Finite Element Model
Figure 17: Summary of the Optimization data in both the tabular and graphical form in ANSYS
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VI. Application of the Design Methodology to the MALE UAV Design
The wing design concepts were generated for meeting the typical Medium Altitude Long Endurance (MALE) UAV
mission requirements22;
Cruise Speed: 70 knots (35 m/s)
Range = 400 nm (740km)
Endurance =24 Hours
Operating Altitude = 30,000 Feet (~10000 m)
Payload = 750 lbs (340 kg)
The goal of the current approach is to perform the design integration and optimization suitable for the preliminary
aircraft designers at a fraction of the time usually needed. This section illustrates the extraction of design
information resulting from the high fidelity analysis and design explained in the foregoing.
Table 1 graphically summarizes this information for subsequently applying the Pugh’s Method. Table 2 summarizes
the quantitative results from the aerodynamic and structural design as well as the measurements from FEA as well as
CAD.
Table 1: Summary of CAD Drawings, Pressure Distributions and Stress Distribution for the Design Concepts
C-1
C-2
C-3
C-4
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Table 2: Summary of the Data from CAD and CAE
MTOGW - + +
Fuel / Payload Volume S S S
Manufacturability Untapered- Wing - - -
Range / Endurance Body - + +
Sum (+) 0 2 2
Sum (-) 3 1 2
Sum (S) 1 1 1
Based on the scoring of various concepts, two tapered wing concepts i.e. C-3 and C-4 outperform the datum as well
as the untapered wing-body dihedral concept. Major advantage comes from the structural weight and the
aerodynamics in terms of the L/D ratio. At this point, there are two remaining concepts that fulfill mission and
finally compete against each other to be down selected to one. A second iteration of the Pugh’s Method is applied to
discern which of the two concepts is the best given the design information at hand.
Table 3 summarizes the results where the Tapered wing-body is taken as the datum to compare against the tapered
dihedral concept. Since the tapered wing-body has advantage in all the categories with the exception of same
internal volume, C-3 Tapered Wing-Body concept emerges as the lightest and more aerodynamically efficient
concept. This illustrates the viability of the proposed methodology as well as the Pugh’s Method in leading to a
design concept that would best fulfill the mission while competing with some close contenders that have the ability
to fulfill the same mission but not so well.
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Table 3: Application of the Pugh’s Method: Second Iteration
MTOGW -
Fuel / Payload Volume S
Manufacturability C-3 Tapered Wing-Body -
Range / Endurance -
Sum (+) 0
Sum (-) 3
Sum (S) 1
VIII. Conclusion
The high fidelity CAD and CAE tools have been integrated using Excel Spreadsheet to provide geometric,
aerodynamic, and structural design results at a fraction of the time traditionally needed for such design and analysis.
Various concepts were generated for the MALE UAV mission in CAD using CATIA V5 ranging from wing- body
configurations with and without taper. The computational as well as graphical results from the aerodynamics
design in CMARC and structural design and optimization in ANSYS were extracted and organized in the form of
tables for guiding the choices in applying the Pugh’s Method of concept generation and selection. The Pugh’s
Method is shown to be applied with more certainty and clarity within the scope of the defined mission. It is shown
that the method primarily relies on the computations and not on the experience and feelings of the designer. The
example application leads to the selection of the lightest concept when an overall scoring factor is used. This helps
in removing some of the major concerns aircraft designers have about the use of the structured design methods
including their qualitative nature of traditional application to some of the most intricate decisions from
aerodynamics and structures disciplines. It is envisioned that as the proposed design integration and optimization
matures and a larger number of design candidates computed through parallel and other advanced computing
techniques, much improvement in the overall design would be realizable with higher fidelity, right during the
preliminary design phase.
IX. Acknowledgements
References
1
Raymer, D. P., “Enhancing Aircraft Conceptual Design Using Multidisciplinary Optimization”, Doctoral
Thesis, May 2002, Royal Institute of Technology, Stockholm Sweden.
2
Ullman D. G., “Understanding the Problem and the Development of Engineering Specifications,” Chapter 6,
The Mechanical Design Process, Third Edition, McGraw-Hill, 2003, pp. 111- 135.
3
Hunter, M. R., and Van Landingham, R. D., "Listening to the Customer Using QFD," Quality Progress, Vol.
27, No. 4, Apr. 1994, pp. 55-59.
4
Pugh, S., "Conceptual Design," Total Design: Integrated Methods for Successful Product Engineering, Addison-
Wesley, 1991, pp. 67-100.
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5
Taylor R. M., and Weisshaar T., “A. Merging computational structural tools into multidisciplinary team-based
design” AIAA/USAF/NASA/ISSMO Symposium on Multidisciplinary Analysis and Optimization, 8th, Long
Beach, CA, Sept. 6-8, 2000 AIAA-2000-4820.
6
Taylor R. M., Weisshaar T., and Sarukhanov V., “Structural design progress improvement using evolutionary
finite element models” AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference
and Exhibit, 42nd, Seattle, WA, Apr. 16-19, 2001 AIAA-2001-1630.
7
Taylor R. M., Weisshaar T., and Sarukhanov V., “Structural Design Process Improvement Using Evolutionary
Finite Element Models” Journal of Aircraft, Vol.43 No.1, 2006 pp.172-181.
8
Nickol C. Guynn M. D., Kohout, L. L., and Ozoroski T.A., “High Altitude Long Endurance Air Vehicle
Analysis of Alternatives and Technology Requirements Development”, 45th AIAA Aerospace Sciences Meeting
and Exhibit, 8 - 11 January 2007, Reno, Nevada.
9
https://akss.dau.mil/dag/GuideBook/IG_c3.3.asp
10
Iqbal, L. U., Sullivan, J. P., "Integrated Suite for the Aircraft Design Integration, Optimization and
Manufacturing", Proceedings of the International Conference on Comprehensive Product Realization (ICCPR), June
18-20, 2007, Beihang, China.
11
Iqbal, L. U., Sullivan, J. P., "Application of an Integrated Approach to the UAV Conceptual Design",
Proceedings of the 46th AIAA Aero Sciences Meeting and Exhibit, AIAA, Reno, Nevada, Jan. 7-10, 2008.
12
CATIA V5, CAD Package, Ver. 5, IBM Corporation,1 New Orchard Road Armonk, New York 10504-1722.
13
CMARC / POSTMARC, Panel Code, Software Package, Ver. 6.4.1, Aerologic Inc. 1613 Altivo Way Los
Angeles, CA 90026-2025.
14
DWT Panel Code, Software Package, Ver. 6.4.1, Aerologic Inc. 1613 Altivo Way Los Angeles, CA 90026-
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15
FLUENT, CFD Package, Software Package, Ver. 6.3, Fluent Inc. 10 Cavendish Court, Lebanon, NH 03766.
16
GAMBIT, FLUENT CFD Package, Software Package, Ver. 6.3, Fluent Inc. 10 Cavendish Court, Lebanon,
NH 03766.
17
ANSYS Academic Teaching Advanced, Software Package, Ver. 11., ANSYS Inc. 02855 Telegraph Avenue,
Suite 501, Berkeley, CA 94705.
18
CATIA, SIMULIA, The Dassault Systèmes Rising Sun Mills, 166 Valley Street, Providence, RI 02909-2499.
19
Raymer, D. P., Aircraft Design: A Conceptual Approach, Fourth Edition, AIAA Education Series, 2004.
20
Brandt, et al, “Constraint Analysis: Designing to a Requirement,” Introduction to Aeronautics, AIAA, Reston,
VA, 1997, pp. 197-203.
21
MS Excel, Microsoft Corporation, One Microsoft Way, Redmond, WA 98052-6399.
22
U.S. Air Force Fact Sheet MQ-1 PREDATOR, http://www.af.mil/factsheets/factsheet_print.asp?fsID=122&page=1
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