Low-boom low-drag optimization in a multidisciplinary design analysis optimization environment

Sun, Yicheng; Smith, Howard

doi:10.1016/j.ast.2019.105387

Cited by 18 publications

(9 citation statements)

References 27 publications

(33 reference statements)

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“…GENUS has proven its capability in aircraft conceptual designs through a series novel aircraft studies [4][5][6][7][8]. The E-19 AEOLUS design is based on the low-boom low-drag supersonic business jet design research within the aircraft design group [9][10][11][12].…”

Section: A Brief Review Of the Group Design Projectmentioning

confidence: 99%

Design Case of the E-19 AEOLUS Supersonic Business Jet

Smith

Sun

2020

Aiaa Aviation 2020 Forum

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This paper introduces the E-19 AEOLUS supersonic business jet designed by the authors (conceptual design) and a team of Staff and a team of graduate students (preliminary and detail design) from the Aerospace Vehicle Design MSc. The design is presented at the 50 th anniversary of the first flight of Concorde and with growing interest from many aircraft design companies. An attractive design would still need the usual attributes of safety, security, comfort, reliability, performance and operational flexibility. This paper presents a design that attempts to address these issues. The details of cabin, structures, landing gear, systems, powerplants, etc. are designed. Low-boom low-drag technologies are applied to the design. The synthetic vision display and double drooping nose are introduced to increase the pilot's field of view. The resulting concept is challenging but could result in an aircraft well suited to meet a new market opportunity.

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Section: A Brief Review Of the Group Design Projectmentioning

confidence: 99%

Design Case of the E-19 AEOLUS Supersonic Business Jet

Smith

Sun

2020

Aiaa Aviation 2020 Forum

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“…The sonic boom can be avoided below the cut-off Mach number (around Mach 1.15), however, the time advantage at this Mach number is not evident. Through the previous studies, the authors have established a multidisciplinary methodologies for supersonic transport 24 , validated the design model against different designs 25 , demonstrated the sonic boom can be shaped by tailoring the lift and volume distribution 26 , and proved the feasibility of low-boom and low-drag design optimization 27 . Therefore, all the previous efforts make the design of a low-boom low-drag SSBJ concept possible.…”

Section: Ssbj Design Casementioning

confidence: 99%

Design and operational assessment of a low-boom low-drag supersonic business jet

Sun

Smith

2021

Proceedings of the Institution of Mechanical Engineers, Part G:

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There has been a worldwide interest to develop a supersonic business jet (SSBJ) for a minimum range of 4000 nm with low sonic boom intensity and high fuel efficiency. An SSBJ design model is developed in the GENUS aircraft conceptual design environment. With the design model, a low-boom low-drag SSBJ concept is designed and optimized. This article studies the design concept for its operational performances. The sustained supersonic cruise flight is studied to find out the fuel-efficient Mach number and altitude combinations. The combined supersonic and subsonic cruise flight scenarios are studied to evaluate the feasibility of boom-free flight routes. The one-stop supersonic cruise flight scenario is studied to compare the fuel consumption and time advantage over subsonic airliners. The off-design sonic boom intensity is studied to explore the operational space assuming there would be a sonic boom intensity limit in the future. Through the studies, it is revealed that there is a corresponding most fuel-efficient operating altitude for a specific cruise Mach number. To operate the aircraft near the cutoff Mach number leads to both increases in the fuel consumption (6.3%–8.1%) and the mission time (11.7%–13.1%). The business-class supersonic transport (231 g/PAX/km) consumes nearly three times fuel as the economic-class supersonic transport (77 g/PAX/km), which is still far more than the economic-class subsonic transport (20 g/PAX/km). Off-design sonic boom intensity studies reveal different trends against the common understanding: the sonic boom intensity does not necessarily decrease as the altitude increases; the sonic boom intensity does not necessarily decrease as the Mach number decreases.

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“…Ban [27] adopted a supersonic biplane concept and a supersonic twin-body concept to reduce the sonic boom and wave drag of supersonic transport. Establishing the multidisciplinary methodologies for supersonic transport, Sun et al [28,29] evaluated the sonic boom characteristics and aerodynamics of six business-class configurations. And they finally found out the low-boom and low-drag design solutions.…”

Section: Introductionmentioning

confidence: 99%

A low-boom and low-drag design method for supersonic aircraft and its applications on airfoils

et al. 2021

Adv. Aerodyn.

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Sonic boom reduction has been an urgent need for the development of future supersonic transport, because of the heavy damage of noise pollution. This paper provides a novel concept for supersonic aircraft to reduce the sonic boom and drag coefficient, wherein a suction slot near the leading edge and an injection slot near the trailing edge on the airfoil suction surface are opened. To make sure of a zero net mass flux flow control, the mass flow sucked in near the leading edge is equal to the mass flow injected near the trailing edge. The diamond and NACA0008 airfoils are adopted as the baseline airfoil to verify the capability of the proposed design method. The effects of the suction and injection location, the suction and injection slot size, the mass flow rate and the attack angle on the ground boom signature and drag coefficient are studied in detail. The results show that the optimized airfoils with the suction and injection have benefits in both sonic boom reduction and wave drag reduction. And the reduction of the sonic boom intensity is more sensitive to the injection near the trailing edge than the suction near the leading edge. From the viewpoint of aerodynamics, opening the suction and injection slots will have no adverse effect on the aerodynamic performances of the supersonic aircraft and even increase the lift-drag ratio under some circumstances. For energy saving, the suction and injection slots can be selectively opened, which are opened when the supersonic aircraft flies over the city but are closed when the aircraft flies over the sea.

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Low-boom low-drag optimization in a multidisciplinary design analysis optimization environment

Cited by 18 publications

References 27 publications

Design Case of the E-19 AEOLUS Supersonic Business Jet

Design Case of the E-19 AEOLUS Supersonic Business Jet

Design and operational assessment of a low-boom low-drag supersonic business jet

A low-boom and low-drag design method for supersonic aircraft and its applications on airfoils

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