Conceptual design of a medium-sized joined-wing aircraft

Cuerno-Rejado, Cristina; Alonso-Albir, L; Gehse, P

doi:10.1243/09544100jaero648

Cited by 15 publications

(14 citation statements)

References 20 publications

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“…Research carried out in the last few years [5,6,7] has put forward the joined-wing as a possible solution to this problem by attempting to design medium-range joined-wing passenger jet concepts (see Fig. 1) that are superior to current conventional aircraft such as the Airbus A320 and B737.…”

Section: Nomenclaturementioning

confidence: 99%

“…1) that are superior to current conventional aircraft such as the Airbus A320 and B737. All of these studies boast significant reductions in induced drag and structural weight, resulting in increases in design range of around 15-20% [5,6] due to the added fuel efficiency. The increase in efficiency is largely due to the ability of joined-wings to accommodate high-aspect ratio wings, improving the aerodynamic performance, without suffering the weight penalties of conventional cantileverwings.…”

Section: Nomenclaturementioning

confidence: 99%

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Buckling Alleviation for Joined-Wing Aircraft

Lambert

Cooper

Nangia

2016

Journal of Aircraft

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General rightsThis document is made available in accordance with publisher policies. Please cite only the published version using the reference above. University of Bristol, BS8 1TR, United KingdomA novel mechanism is described that increases the critical buckling load of the rear wing of joinedwing aircraft, in an effort to reduce structural weight. The benefits of the joined-wing configuration are briefly discussed, along with its current limitations. The behaviour of the modified structure under lift is investigated by conducting a number of linear structural analyses for varying geometric arrangements. It is shown that the mechanism, called the Buckling Alleviation Component (BAC), is effective in reducing structural weight for a significant proportion of aircraft geometries, even though there is a trade-off between rear wing buckling load and front wing root bending moment. A more detailed structural model is used to investigate the effect of geometric structural nonlinearities. The nonlinear analysis shows that the BAC delays the onset of nonlinear behaviour and that the critical buckling loads of the conventional configuration are drastically overestimated by the linear analysis, which means that BAC performs much more effectively than the initial linear analysis suggests.

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Section: Nomenclaturementioning

confidence: 99%

Section: Nomenclaturementioning

confidence: 99%

Buckling Alleviation for Joined-Wing Aircraft

Lambert

Cooper

Nangia

2016

Journal of Aircraft

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“…The original route will be lengthened by some detour and split into two parts: a first one with 55% the original distance; and a second segment with the rest of the trip. Equations (11), (15) and (16) determine the amounts of fuel needed for the first flight, second flight and overall trip, respectively. This has to be compared to the original trip fuel, computed with equation (7), for the same payload and city pair distance.…”

Section: Iso Performancementioning

confidence: 99%

“…How will the evolving air traffic management affect the overall efficiency of the air transportation system? Two distinct approaches can be followed to answer these questions: pursuing the improvement of the current airplane layout and air traffic system or adopting a more radical perspective by incorporating new configurations, such as blended-wing-bodies [12][13][14][15] and joinedwings 16 with the corresponding air traffic rules.…”

Section: Introductionmentioning

confidence: 99%

Cost-range trade-off of intermediate stop operations of long-range transport airplanes

Martínez‐Val

Pérez

Cuerno

et al. 2012

Proceedings of the Institution of Mechanical Engineers, Part G:

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The objective of this study is to show the environmental and operating cost savings that could be achieved if long-range transport aircraft were designed for shorter ranges, and long-range flights were operated with an intermediate stop, obviously, with the drawback of longer trip duration and the increase in the number of flight cycles. The maximum takeoff weight and operating empty weight, the main design variables of transport airplanes, noticeably diminish. The overall result depends on the length of the route, the extra distance due to the detour, the location of the intermediate airport and the technology level (range factor and operating empty weight fraction with respect to the maximum take-off weight). In all the routes analysed, the uneven splitting between both legs plays a secondary role. It is shown that long routes are well adapted to intermediate stop operations, particularly when the airliner serving the route has been designed for a medium range. However, intermediate stop operations produce a negative impact for medium and short city pair distances, since the reduction in aircraft weight is more than counterbalanced by the extra fuel and time required in the non-cruise phases of the flights.

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“…The corresponding impact on the direct operating costs (DOCs), producing a rise between 30% and 40%, has led to a search for innovating solutions in the design of both aircraft and propulsion that allow a reduction in costs by using more energetically efficient systems. 2 To date, every single enhancement destined to improve the efficiency of aircraft has been carried out by preserving the conventional configuration, i.e. slender fuselage aircraft, mid and low wings, vertical and horizontal stabilizers attached to the tail cone, and wing-mounted or empennage-mounted engines.…”

Section: Introductionmentioning

confidence: 99%

Aerodynamic parametric analysis of an unconventional joined-wing aircraft configuration

Pérez-Álvarez

Cuerno-Rejado

Meseguer

2015

Proceedings of the Institution of Mechanical Engineers, Part G:

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In this paper, the experimental results of an unconventional joined-wing aircraft configuration are presented. The test model uses two different wings, forward and rear, both joined in tandem and forming diamond shapes both in plant and front views. The wings are joined in such a way that it is possible to change the rear wing dihedral angle values and the rear wing sweep angle values in 25 different positions that modify the relative distance and the relative height between the wings. To measure the system aerodynamic coefficients it is necessary to perform wind tunnel tests. The data presented corresponds to the lift, drag and induced drag aerodynamic coefficients, as well as the aerodynamic efficiency and the parameter for minimum required power, from the calculated values of the lift and drag time series measured by a 6-axis force and torque sensor. The results show the influence on the aerodynamic coefficients of the rear wing sweep and dihedral angles parameters. As a main result, it can be concluded that, in general terms, the lift and induced drag aerodynamic coefficients values decrease as both the distance and height between the wings increase, on the other hand, the total drag aerodynamic coefficient decreases if the distance between the wings increases, but nevertheless shows a slight tendency to increase if the height of the rear wing increases, whereas the aerodynamic efficiency and the parameter for minimum required power increase if the distance between the wings increases.

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Conceptual design of a medium-sized joined-wing aircraft

Cited by 15 publications

References 20 publications

Buckling Alleviation for Joined-Wing Aircraft

Buckling Alleviation for Joined-Wing Aircraft

Cost-range trade-off of intermediate stop operations of long-range transport airplanes

Aerodynamic parametric analysis of an unconventional joined-wing aircraft configuration

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