The longitudinal dynamic stability and control of a large receiver aircraft during air-to-air refuelling

Bloy, A. W.; Ali, Khaidir; Trochalidis, V.

doi:10.1017/s0001924000050764

Cited by 14 publications

(8 citation statements)

References 2 publications

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“…In 1975, Jewell and Stapleford [10] and Rossow et al [18] proposed a mathematical model to describe the effect of wake. Modeling and analysis of the effect of a tanker's wake on a receiver aircraft were pioneered by Bloy et al [1][2][3][4][5], and the results obtained were in good agreement with the wind tunnel experimental data. Venkataramanan and Dogan [7] developed the Vortex Effect Modeling Technique (VEMT) to simulate the flow field of aerial refueling.…”

Section: Introductionsupporting

confidence: 57%

Numerical Simulation of the Aerodynamic Influence of Aircrafts During Aerial Refueling with Engine Jet

Zhang

Bai

2019

Int. J. Aeronaut. Space Sci.

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Aerial refueling technology has been widely applied in various fields and it is one of the hotspots but difficulties for the aeronautical technologies. DLR-F6 WBNP model is used as a tanker and a fighter model is used as a receiver. The flow field of Probe-Drogue refueling and Flying Boom refueling is numerically simulated using the Reynolds-averaged Navier-Stokes equations, and the effects of the jet flow and the aerodynamic characteristics of the receiver are taken into consideration. The results indicate that the effect of downwash of the tanker reduces the lift coefficient and decreases the pitching moment coefficient of the receiver. The jet flow of tanker increases the dynamic pressure while decreases the local angle of attack, which increases the pressure difference between the upper and lower surfaces of receiver. Compared with the results without jet, the jet flow can increase the lift and the drag of the receiver and reduces the pitching moment, and even cause the change of rolling moment direction. Therefore, engine jet is an important factor when simulating aerial refueling.

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Section: Introductionsupporting

confidence: 57%

Numerical Simulation of the Aerodynamic Influence of Aircrafts During Aerial Refueling with Engine Jet

Zhang

Bai

2019

Int. J. Aeronaut. Space Sci.

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“…Previous techniques (12) used to model vortex-induced effects can be divided in two main categories: (i) theoretical and experimental methods using look-up databases (from CFD models (13,14) , wind tunnel and/or flight test measurements (15) ); (ii) computational methods (16) . The latter include, from the simplest to the most involved: Prandtl's lifting line theory (single horseshoe vortex) (17)(18)(19)(20)(21)(22) ; Vortex Lattice Methods (VLM) with or without viscous core (23)(24)(25) ; improved methods taking account of the roll-up of the wake (7,(26)(27)(28)(29) .…”

Section: Introductionmentioning

confidence: 99%

Simulation of wake vortex effects for UAVs in close formation flight

2009

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y rel y-component of the relative distance between two UAVs in formation z rel z-component of the relative distance between two UAVs in formation disadvantage: not only are they extremely computationally demanding to handle in real-time, but these databases can only be used for a specified air vehicle and a range of flight conditions (32) . Simple computational methods are rapid, but the results are not always realistic or accurate enough. However, with increasing accuracy comes increasing computation time. Hence choosing a computational method to model the wake vortex involves finding a compromise between accuracy and rapidity of execution. This paper describes the development of a computational method and simulation models that incorporate wake vortex effects associated with air vehicles flying in close proximity. The aim has been to develop a generic wake vortex model which could be used for any type of wing geometry, and still produce results which could be used in a real-time synthetic environment. Using the same VLM to model both vehicles has allowed them to exchange position during simulations. The non-uniform vortex-induced wind and wind gradients acting on the trail aircraft have been approximated as effective wind and wind gradients and directly used within dynamic simulations, following the method developed by Dogan and colleagues (32)(33)(34)(35)(36)(37)(38)(39) .In the following sections, first the WVM, then the model integration process are described, followed by some results and conclusions, and an outlook on further developments. WAKE VORTEX MODELA one-lifting-line vortex lattice method for linear aerodynamic wing applications has been developed and implemented in MATLAB. The code (ELL) computes the steady-state velocity induced by the wake of one or more air-vehicles at a given location using Weissinger's extended lifting-line theory (40,41) , and supports 3D, subsonic multiwing designs with swept, tapered, twisted wings of any aspect ratio, with or without dihedral.Special care was used to maintain the symmetry between the leading and following air-vehicles in order to allow them to exchange positions during simulations. As a consequence, the modelling reference frame could not be attached to any particular air-vehicle. Hence, it was decided to work in the inertial NED (North East Down) frame: not only was this reference frame independent of UAV positions and orientations, but it presented advantages when interfacing the simulation with visualisation tools such as FlightGear (42,43) or AVDS (44,45) .

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“…In the previous work by Bloy et a/ (2) , dynamic stability was analysed approximately in terms of. the downwash gradient Typical values of the additional aerodynamic derivatives for the VC10 refuelling from a VC10 tanker are given in Table 1.…”

Section: Dynamic Stability Resultsmentioning

confidence: 99%

The performance and longitudinal stability and control of large receiver aircraft during air to air refuelling

Bloy¹,

Trochalidis²

1989

Aeronaut. j.

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The aerodynamic interference between typical tanker and large receiver aircraft during air-to-air refuelling was modelled using a simple horseshoe vortex representation of the tanker wake whilst the aerodynamic forces and moments acting on the receiver were calculated using the vortex lattice method. For each combination of tanker and receiver, the aerodynamic loads depend mainly on the vertical separation, whilst the receiver tailplane position on the fin strongly effects the pitching moment acting on the receiver due to the tanker downwash. Particular attention was given to a high T-tail receiver aircraft. The predicted increase in the receiver drag compares favourably with available flight test data. Changes in trim in pitch of the receiver were analysed and related to the static stability of the aircraft. Aerodynamic derivatives due to the position and attitude of the receiver aircraft within the tanker downwash field were calculated and solutions of the linearised equations of motion obtained for the high T-tail receiver refuelling from different tanker aircraft at different flight conditions. Typically the receiver exhibited a divergent oscillation at the normal refuelling position. The dynamic stability characteristics are consistent with the trends observed in flight tests on the tendency of the receiver to oscillate in pitch.

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The longitudinal dynamic stability and control of a large receiver aircraft during air-to-air refuelling

Cited by 14 publications

References 2 publications

Numerical Simulation of the Aerodynamic Influence of Aircrafts During Aerial Refueling with Engine Jet

Numerical Simulation of the Aerodynamic Influence of Aircrafts During Aerial Refueling with Engine Jet

Simulation of wake vortex effects for UAVs in close formation flight

The performance and longitudinal stability and control of large receiver aircraft during air to air refuelling

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