Professional Documents
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Airbus 380
An aerodynamics challenge
Legacy Aircraft
Outline
Terms and Definitions Forces Acting on Airplane Lift Drag Concluding remarks
Force Diagram
Airfoil Definitions
A Misconception
A fluid element that splits at the leading edge and travels over and under the airfoil will meet at the trailing edge.
The distance traveled over the top is greater than over the bottom. It must therefore travel faster over the top to meet at the trailing edge. According to Bernoullis equation, the pressure is lower on the top than on the bottom.
The Truth
A fluid element moving over the top surface leaves the trailing edge long before the fluid element moving over the bottom surface reaches the trailing edge. The two elements do not meet at the trailing edge. This result has been validated both experimentally and computationally.
Stalling Airfoil
= 0.345, E = 3.930
Drag of an Airfoil
D = Df + Dp + Dw D = total drag on airfoil Df = skin friction drag Dp = pressure drag due to flow separation Dw = wave drag (for transonic and supersonic flows)
Turbulent
Streamlines break up Fluid element moves in a random, irregular and tortuous fashion Produces more drag
Reynolds Number
Rex = V V x / Q Ratio of inertia to viscous forces
Turbulent Flow
H = 0.16 x / Rex1/7
AR = b2 / S
Finite Wings
Di = L sin Ei
Ground Effect
Occurs during landing and takeoff Gives a feeling of floating or riding on a cushion of air between wing and ground In fact, there is no cushion of air Its effect is to increase the lift of the wing and reduce the induced drag The ground diminishes the strength of the wing tip vortices and reduces the amount of downwash The effective angle of attack is increased and lift increases
Ground Effect
(Concluded)
Mathematically Speaking
L = 1/2 V
V2 S CL
Drag of a Wing
(Continued)
Induced drag - drag due to lift Parasite drag - drag due to non-lifting surfaces
Profile drag
Skin friction Pressure drag (Form drag)
Flaps
A Mechanism for High Lift
9.
Shape Comparison
Modern vs. Conventional Airfoils
Boeing 787
Boeing 797
Concluding Remarks
What was not discussed
Transonic flow Drag-divergence Mach number Supersonic flow Wave drag Swept wings Compressibility effects Boundary layer theory The history of aerodynamics
Backup Slides
Winglets
Reduced induced drag Equivalent to extending wingspan 1/2 of winglet height Less wing bending moment and less wing weight than extending wing Hinders spanwise flow and pressure drop at the wing tip Looks modern/esthetically pleasing
Vortex Generators
Swept-Wing Principle
Wave Drag
HondaJet
HondaJet Aerodynamics
Engine inlet is positioned at 75% chord As the cross-sectional area decreases at the trailing edge of the wing, the engine adds area thus yielding a smooth area variation This engine position also slows the flow and decreases the wing-shock strength The critical Mach number is thus increased from .70 to .73 The pylon is positioned near the outer portion of the nacelle and cambered inward to follow the flow direction During stall, separation starts outboard of the pylon; separation does not occur between the pylon and fuselage
HondaJet Aerodynamics
(Continued) Natural laminar flow fuselage nose
Following the area rule, the nose expands from its tip and then contracts as the windshield emerges. As the wing is approached, the fuselage cross-sectional area increases smoothly; this helps maintain the laminar flow
HondaJet Aerodynamics
(Concluded)
Natural laminar flow wing Utilizes integral, machined panels that minimizes the number of parts for smoother flow when mated together Employs winglets to reduce induced drag 30% more efficient than other business jets
Eagle in Flight
cl = 2 L/ V V2 S
Variable Twist Adaptive Dihedral Tail ? Turbulator STOL/VTOL Capabilities Winglets
Smart Structures
b/2 c
Variable Camber
Elastic Flaps
cd,i = cl2 / AR
Smooth Fairings
Tilting Minimized Noise Control & Detectability Center Retractable Landing Gear