Zero Lift Drag and Drag Divergence Prediction for Finite Wings in Aircraft Conceptual Design

Takahashi, Timothy; German, Brian; Shajanian, Arvin; Daskilewicz, Matthew J.; Donovan, Shane

doi:10.2514/6.2010-846

Cited by 5 publications

(1 citation statement)

References 3 publications

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“…As most of the three-dimensional research for the conceptual design phase for supersonic aircraft is done under cruise conditions, the accurate modeling of drag divergence is not required. Prediction of drag divergence [109] and drag reduction [110] is still a vital area of study for supersonic aircraft design for its operation in low subsonic speeds during lift and initial maneuvers before reaching cruising supersonic speeds [110].…”

Section: Compressibility Correction and Drag Divergence Integration W...mentioning

confidence: 99%

Review of vortex lattice method for supersonic aircraft design

Joshi

Thomas

2023

Aeronaut. j.

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There has been a renewed interest in developing environmentally friendly, economically viable, and technologically feasible supersonic transport aircraft and reduced order modeling methods can play an important contribution in accelerating the design process of these future aircraft. This paper reviews the use of the vortex lattice method (VLM) in modeling the general aerodynamics of subsonic and supersonic aircraft. The historical overview of the vortex lattice method is reviewed which indicates the use of this method for over a century for development and advancements in the aerodynamic analysis of subsonic and supersonic aircraft. The preference of VLM over other potential flow-solvers is because of its low order highly efficient computational analysis which is quick and efficient. Developments in VLM covering steady, unsteady state, linear and non-linear aerodynamic characteristics for different wing planform for the purpose of several different types of design optimisation is reviewed. For over a decade classical vortex lattice method has been used for multi-objective optimisation studies for commercial aircraft and unmanned aerial vehicle’s aerodynamic performance optimisation. VLM was one of the major potential flow solvers for studying the aerodynamic and aeroelastic characteristics of many wings and aircraft for NASA’s supersonic transport mission (SST). VLM is a preferred means for solving large numbers of computational design parameters in less time, more efficiently, and cheaper when compared to conventional CFD analysis which lends itself more to detailed study and solving the more challenging configuration and aerodynamic features of civil supersonic transport.

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Section: Compressibility Correction and Drag Divergence Integration W...mentioning

confidence: 99%

Review of vortex lattice method for supersonic aircraft design

Joshi

Thomas

2023

Aeronaut. j.

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Form Factor and Critical Mach Number Estimation for Finite Wings

Takahashi

German

Shajanian

et al. 2012

Journal of Aircraft

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Empirical methods used in conceptual aircraft design for the calculation of form factor drag and critical Mach number typically have been based on two-dimensional profile considerations alone or, at most, limited wing parameters. This paper compares many of these legacy methods. Motivated by the limited wing features modeled in current approaches, surrogate models for form factor and critical Mach number have been built as functions of airfoil thickness and trapezoidal wing parameters. These surrogate models are regressed from the results of a threedimensional potential flow solution coupled to a profile boundary-layer analysis. The surrogates are physics based, yet their simple functional forms make tbem applicable for inclusion in aircraft sizing algorithms for rapid conceptual and preliminary design trade studies. The models capture the increasing influence of tip effects and spanwise flow as the aspect ratio is decreased and sweep is increased. A primary finding is the strongly beneficial effects of reduced aspect ratio on the form drag and critical Mach number of thick wings. AR AR* cNomenclature wing aspect ratio wing aspect ratio transformation for regressions chord length drag coefficient compressibility drag coefficient excrescence drag coefficient skin friction drag coefficient for entire wing total profile drag coefficient for one surface of the wing (upper or lower) skin friction drag coefficient for one surface of a wing section (upper or lower) lift-dependent drag coefficient minimum drag coefficient zero-lift drag coefficient Co = pressure drag increment to the lift-dependent drag coefficient o«»« ~ extemal stores drag coefficient Cf = skin friction drag coefficient for one surface of the wing (upper or lower) Cf = skin friction drag coefficient for one surface of a wing section (upper or lower) CL = lift coefficient i.u,."g" = three-dimensional design lift coefficient Ci^ = two-dimensional design lift coefficient 'Design Ĉ p = pressure coefficient Cp._ = critical pressure coefficient Pmin ~ compressibility corrected minimum pressure coefficient Pmino ~ incompressible minimum pressure coefficient FF = form factor for the wing // = form factor for a wing .section k = Korn equation technology factor (for critical mach number) ¿0 = Kom equation offset from critical Mach number to drag divergence Mach number L = DATCOM fonn factor wing maximum thickness location coefficient M = Mach number M" = critical Mach number MQP = drag divergence Mach nutnber Design = three-dimensional design Mach number ' Wtjesign,,, = two-dimensional design Mach number q = dynatnic pressure Re = Reynolds number RL.S. -Mach number and sweep correction factor for DATCOM foi m factor equation 5ref = wing reference area •Swei = wetted area TR = taper ratio t/c = wing thickness-to-chord ratio 173 174 TAKAHASHIETAL.x,/c Z = ratio of local wing veloeity to freestream veloeity = ehordwise loeation of maximum wing thickness = form faetor Maeh number and sweep correction faetor = gas specific heat ratio = change in drag divergenee Mach ...

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