scholarly journals ОЦІНКА ВПЛИВУ ЦЕНТРУВАННЯ НА АЕРОДИНАМІЧНУ ЯКІСТЬ, ПОЛЯРУ І ДАЛЬНІСТЬ ПОЛЬОТУ ЛІТАКА

2021 ◽  
pp. 135-145
Author(s):  
Ruslan U. Tsukanov ◽  
Victor I. Ryabkov
Keyword(s):  
Quantitative Estimation ◽  
Fuel Efficiency ◽  
Center Of Gravity ◽  
Fuel Utilization ◽  
Engine Thrust ◽  
Flight Range ◽  
Flight Mode ◽  
Range Transport ◽  
Drag Ratio ◽  
Lift To Drag Ratio

The method of transport category airplane flight range estimation taking into account its center-of-gravity position variation in the process of fuel utilization at cruising flight mode is presented. The method structure includes the following models:– Interinfluence of main parameters on each other in the process of fuel utilization;– Estimation of CG position influence on lift-to-drag ratio in cruising mode;– Quantitative estimation of center-of-gravity position variation influence on airplane flight range.Simulation of the main parameters is based on authoring researches, establishing interinfluence among geometrical and aerodynamic parameters of wing, parameters of horizontal tail and center-of-gravity position variation caused by fuel utilization in cruise flight. Such model allows estimating airplane center-of-gravity influence on their values and relative position.Aerodynamic parameters variation caused by center-of-gravity shift resulted in necessity to take the influence into account, for required engine thrust variation; that is shown in the publication in the form of dependences  allowing to take into account the required thrust variation and their influence on range variation.On the base of interinfluence model and taking into account required thrust variation (with center-of-gravity position shift), lift-to-drag variation has been obtained and analyzed in the form of dependences ,  for middle airplane of transport category.Expression for estimation of airplane flight range under variable values of its mass and center-of-gravity position is obtained on the base of these models; that allows to increase flight range by means of center-of-gravity position dedicated shift.On the example of mid-range transport airplane, it is shown, that at Mach number  and center-of-gravity shift back from  to , the increase of flight range makes .On the base of presented models, it is shown, that airplane center-of-gravity position influences lift-to-drag ratio, fuel efficiency and as a result on flight range at cruising flight mode.Application of aft center-of-gravity position allows to decrease engine required thrust (and to decrease fuel consumption), and increase lift-to-drag ratio and airplane flight range.

scholarly journals ВПЛИВ ЗМІНИ ЦЕНТРУВАННЯ НА ДАЛЬНІСТЬ ПОЛЬОТУ ЛІТАКА ТРАНСПОРТНОЇ КАТЕГОРІЇ

2020 ◽  
pp. 5-14
Author(s):  
R. Tsukanov ◽  
V. Ryabkov ◽  
O. Los
Keyword(s):  
Quantitative Estimation ◽  
Fuel Efficiency ◽  
Center Of Gravity ◽  
Fuel Utilization ◽  
Engine Thrust ◽  
Flight Range ◽  
Flight Mode ◽  
Range Transport ◽  
Drag Ratio ◽  
Lift To Drag Ratio

The method of transport category airplane flight range estimation taking into account its center-of-gravity position variation in the process of fuel utilization at cruising flight mode is presented. The method structure includes the following models:– Interinfluence of main parameters on each other in the process of fuel utilization;– CG position influence on required thrust values in level flight;– Estimation of CG position influence on lift-to-drag ratio in cruise mode;– Quantitative estimation of center-of-gravity position variation influence on airplane flight range.Simulation of the main parameters is based on authoring researches, which established interinfluence among geometrical and aerodynamic parameters of wing, parameters of horizontal tail and center-of-gravity position variation caused by fuel utilization in cruise flight. Such model allows estimating of airplane center-of-gravity influence their values and their relative position.Aerodynamic parameters variation caused by center-of-gravity shift resulted in necessity to take this influence into account, for required engine thrust variation; that is shown in the publication in the form of dependences P(M, m, xCG) allowing to take into account the required thrust variation and their influence to range variation.On the base of interinfluence model and taking into account required thrust variation (when center-of-gravity position shifts), lift-to-drag variation has been obtained and analyzed in the form of dependences K, KM(M, m, xCG) for middle airplane of transport category.Expression for estimation of airplane flight range under variable values of its mass and center-of-gravity position is obtained on the base of these models; that allows flight range increasing by means of center-of-gravity position dedicated shift.On the example of mid-range transport airplane, it is shown, that at Mach number M = 0.7 and center-of-gravity shift back from xCG = 0.20 to xCG = 0.35, the increase of lift-to-drag ratio makes ΔK = 0.43.On the base of presented models, it is shown, that airplane center-of-gravity position influences lift-to-drag ratio, fuel efficiency and as a result on flight range at cruising flight mode.Application of aft center-of-gravity position allows decreasing of engine required thrust (decreasing fuel consumption), and increasing of lift-to-drag ratio and airplane flight range.

scholarly journals APPROXIMATE ASSESSMENT OF THE OPERATIONAL PERFORMANCES OF AN UNMANNED AERIAL VEHICHLE ACCORDING TO ITS FLIGHT DATA

Aviation ◽  
2016 ◽  
Vol 19 (4) ◽  
pp. 187-193 ◽  
Author(s):  
Valeriy Silkov ◽  
Mykola Delas
Keyword(s):  
Fuel Consumption ◽  
Unmanned Aerial Vehicle ◽  
Comparative Assessment ◽  
Flight Duration ◽  
Flight Data ◽  
Flight Range ◽  
Different Types ◽  
Aerial Vehicle ◽  
Drag Ratio ◽  
Lift To Drag Ratio

The article is dedicated to the substantiation of the complex parameter that characterizes the technical level of an unmanned aerial vehicle (UAV). This parameter includes the maximum lift-to-drag ratio, propeller efficiency, specific fuel consumption, and other components, on which the main flight characteristics, such as flight range and flight duration, depend. To make a comparative assessment of UAVs of different types, a special scale is developed.

scholarly journals Transport category airplane flight range calculation accounting center-of-gravity position shift and engine throttling characteristics

2021 ◽  
pp. 4-14
Author(s):  
Ruslan Tsukanov ◽  
Viktor Riabkov
Keyword(s):  
Mathematical Model ◽  
Fuel Consumption ◽  
Program Implementation ◽  
Fuel Efficiency ◽  
Real Data ◽  
Center Of Gravity ◽  
Specific Fuel Consumption ◽  
Flight Range ◽  
Position Shift ◽  
Range Calculation

A problem facing world commercial aviation is a provision of the flight range and an increase in the fuel efficiency of transport category airplanes using fuel trim transfer application, which allows for decreasing airplane trim drag at cruise flight. In the existing mathematical models, center-of-gravity position is usually assumed fixed, but with fuel usage, center-of-gravity shifts within the definite range of center-of-gravity positions. Until the fuel trim transfer was not used in airplanes, the center-of-gravity shift range was rather short, that allowed to use the specified assumption without any considerable mistakes. In case of fuel trim transfer use, center-of-gravity shifts can reach 15…20 % of mean aerodynamic chord, that requires considering the center-of-gravity actual position during the flight range calculation. Early made estimated calculations showed the necessity of following mathematical model improvement using accounting the real engine throttling characteristics. The goal of this publication is to develop a method of flight range calculation taking transport category airplane into account actual center-of-gravity position with fuel using and variation in engine-specific fuel consumption according to their throttling characteristics. On the basis of real data from engine maintenance manuals, formulas are obtained for approximation throttling characteristics of turbofan engines in the form of dimensionless specific fuel consumption (related to the specific fuel consumption at full thrust) dependence on the engine throttling coefficient. A mathematical model (algorithm and its program implementation using С language in Power Unit 11.7 R03 system) has been developed to calculate the airplane flight range accounting its actual center-of-gravity position shift with fuel usage and variation in specific fuel consumption according to engine throttling characteristics. Using comparison with known payload-range diagram, adequacy of developed mathematical model is shown. Recommendations to improve the mathematical model are also given.

Gurney flap scaling for optimum lift-to-drag ratio

AIAA Journal ◽  
1997 ◽  
Vol 35 ◽  
pp. 1888-1890 ◽  
Author(s):  
Philippe Giguere ◽  
Guy Dumas ◽  
Jean Lemay
Keyword(s):  
Gurney Flap ◽  
Drag Ratio ◽  
Lift To Drag Ratio

scholarly journals A Parametric Study of Trailing Edge Flap Implementation on Three Different Airfoils Through an Artificial Neuronal Network

Symmetry ◽  
2020 ◽  
Vol 12 (5) ◽  
pp. 828
Author(s):  
Igor Rodriguez-Eguia ◽  
Iñigo Errasti ◽  
Unai Fernandez-Gamiz ◽  
Jesús María Blanco ◽  
Ekaitz Zulueta ◽  
...  
Keyword(s):  
Aerodynamic Coefficients ◽  
Trailing Edge ◽  
High Lift ◽  
Trailing Edge Flaps ◽  
Artificial Neural Network Ann ◽  
Lift And Drag ◽  
Artificial Neuronal Network ◽  
Naca 0012 ◽  
Drag Ratio ◽  
Lift To Drag Ratio

Trailing edge flaps (TEFs) are high-lift devices that generate changes in the lift and drag coefficients of an airfoil. A large number of 2D simulations are performed in this study, in order to measure these changes in aerodynamic coefficients and to analyze them for a given Reynolds number. Three different airfoils, namely NACA 0012, NACA 64(3)-618, and S810, are studied in relation to three combinations of the following parameters: angle of attack, flap angle (deflection), and flaplength. Results are in concordance with the aerodynamic results expected when studying a TEF on an airfoil, showing the effect exerted by the three parameters on both aerodynamic coefficients lift and drag. Depending on whether the airfoil flap is deployed on either the pressure zone or the suction zone, the lift-to-drag ratio, CL/CD, will increase or decrease, respectively. Besides, the use of a larger flap length will increase the higher values and decrease the lower values of the CL/CD ratio. In addition, an artificial neural network (ANN) based prediction model for aerodynamic forces was built through the results obtained from the research.

scholarly journals An estimation method for the fuel burn and other performance characteristics of civil transport aircraft during cruise: part 2, determining the aircraft’s characteristic parameters

2020 ◽  
Vol 125 (1284) ◽  
pp. 296-340
Author(s):  
D.I.A. Poll ◽  
U. Schumann
Keyword(s):  
Estimation Method ◽  
Accurate Method ◽  
Characteristic Parameters ◽  
Transport Aircraft ◽  
The Public ◽  
Engine Thrust ◽  
Fuel Burn ◽  
Burn Rate ◽  
Drag Ratio ◽  
Independent Parameters

ABSTRACTA simple yet physically comprehensive and accurate method for the estimation of the cruise fuel burn rate of turbofan powered transport aircraft operating in a general atmosphere was developed in part 1. The method is built on previously published work showing that suitable normalisation reduces the governing relations to a set of near-universal curves. However, to apply the method to a specific aircraft, values must be assigned to six independent parameters and the more accurate these values are the more accurate the estimates will be. Unfortunately, some of these parameters rarely appear in the public domain. Consequently, a scheme for their estimation is developed herein using basic aerodynamic theory and data correlations. In addition, the basic method is extended to provide estimates for cruise lift-to-drag ratio, engine thrust and engine overall efficiency. This step requires the introduction of two more independent parameters, increasing the total number from six to eight. An error estimate and sensitivity analysis indicates that, in the aircraft’s normal operating range and using the present results, estimates of fuel burn rate are expected to be in error by no more than 5% in the majority of cases. Initial estimates of the characteristic parameters have been generated for 53 aircraft types and engine combinations and a table is provided.

scholarly journals Fluid–structure interaction simulation on flight performance of a dragonfly wing under different pterostigma weights

2021 ◽  
Vol 37 ◽  
pp. 216-229
Author(s):  
Yung Jeh Chu ◽  
Poo Balan Ganesan ◽  
Mohamad Azlin Ali
Keyword(s):  
Optimization Design ◽  
Fluid Structure Interaction ◽  
Spatial Location ◽  
Fluid Structure ◽  
Structure Interaction ◽  
Dragonfly Wing ◽  
Interaction Simulation ◽  
Wing Performance ◽  
Drag Ratio ◽  
Lift To Drag Ratio

Abstract The dragonfly wings provide insights for designing an efficient biomimetic micro air vehicle (BMAV). In this regard, this study focuses on investigating the effect of the pterostigma weight loading and its spatial location on the forewings of dragonfly by using the fluid–structure interaction simulation. This study also investigates the effect of change in the wing elasticity and density on the wing performance. The forewing, which mimics the real dragonfly wing, is flat with a 47.5 mm span and a 0.4 mm thickness. The wing was set to cruise at 3 m/s with a constant flapping motion at a frequency of 25 Hz. This study shows that a small increase of pterostigma loading (11% of wing weight) at the tip of the wing significantly improves the lift to drag ratio, CL/CD, which has 129.16% increment in comparison with no loading. The lift to drag ratio depends on the pterostigma location, pterostigma loading, elastic modulus and density. The results of this study can be used as a reference in future BMAV wing optimization design.

Aerodynamic study of single corrugated variable-camber morphing aerofoil concept

2021 ◽  
pp. 1-29
Author(s):  
K. Dhileep ◽  
D. Kumar ◽  
P.N. Gautham Vigneswar ◽  
P. Soni ◽  
S. Ghosh ◽  
...  
Keyword(s):  
Finite Volume ◽  
Interpolation Method ◽  
Beam Theory ◽  
Small Deformation ◽  
Aerodynamic Characteristics ◽  
Ansys Fluent ◽  
Aerodynamic Efficiency ◽  
Finite Element Software ◽  
Drag Ratio ◽  
Lift To Drag Ratio

Abstract Camber morphing is an effective way to control the lift generated by any aerofoil and potentially improve the range (as measured by the lift-to-drag ratio) and endurance (as measured by $C_l^{3/2}/C_d$ ). This can be especially useful for fixed-wing Unmanned Aerial Vehicles (UAVs) undergoing different flying manoeuvres and flight phases. This work investigates the aerodynamic characteristics of the NACA0012 aerofoil morphed using a Single Corrugated Variable-Camber (SCVC) morphing approach. Structural analysis and morphed shapes are obtained based on small-deformation beam theory using chain calculations and validated using finite-element software. The aerofoil is then reconstructed from the camber line using a Radial Basis Function (RBF)-based interpolation method (J.H.S. Fincham and M.I. Friswell, “Aerodynamic optimisation of a camber morphing aerofoil,” Aerosp. Sci. Technol., 2015). The aerodynamic analysis is done by employing two different finite-volume solvers (OpenFOAM and ANSYS-Fluent) and a panel method code (XFoil). Results reveal that the aerodynamic coefficients predicted by the two finite-volume solvers using a fully turbulent flow assumption are similar but differ from those predicted by XFoil. The aerodynamic efficiency and endurance factor of morphed aerofoils indicate that morphing is beneficial at moderate to high lift requirements. Further, the optimal morphing angle increases with an increase in the required lift. Finally, it is observed for a fixed angle-of-attack that an optimum morphing angle exists for which the aerodynamic efficiency becomes maximum.

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