2 edition of **Wave drag as the objective function in transonic fighter wing optimization** found in the catalog.

Wave drag as the objective function in transonic fighter wing optimization

Pamela S Phillips

- 79 Want to read
- 20 Currently reading

Published
**1984**
by National Aeronautics and Space Administration, Scientific and Technical Information Office, For sale by the National Technical Information Service] in Washington, D.C, [Springfield, Va
.

Written in English

- Wave mechanics,
- Transonic planes -- Wings -- Design and construction,
- Fighter planes -- Wings -- Design and construction

**Edition Notes**

Statement | Pamela S. Phillips |

Series | NASA technical paper -- 2265 |

Contributions | United States. National Aeronautics and Space Administration. Scientific and Technical Information Office |

The Physical Object | |
---|---|

Pagination | 20 p. : |

Number of Pages | 20 |

ID Numbers | |

Open Library | OL14933508M |

tain the wave drag and F-function. The surface grid can be used as a ﬁrst step to create volume grids and used for higher ﬁdelity analysis. The F-function can be used for shape optimization studies and Sonic Boom analysis. Formulation Using linearized theory, it has been shown7 that the wave drag of an aircraft in supersonic ﬂight is the same. [7]. The volume wave drag CD W was calculated by a Boeing-developed zero-lift wave-drag program that was the basis for the NASA wave-drag program [8]. The drag due to lift CD L was calculated using the Boeing/NASA system of supersonic and analysis programs [9]. The linear theory prediction agrees very well with the test data.

A series of bodies of revolution which have minimum wave drag for a given length, volume, and base area (ref. 8) and which have a base-to-maximum-area ratio of have been tested over the Mach number range from to The variations in wave-drag coefficient with File Size: 2MB. JOURNALOFAIRCRAFT Vol. 40, No. 6, November– December Wave-Drag Characteristics of an Over-the-Wing Nacelle Business-Jet Con” guration Michimasa Fujino¤and Yuichi Kawamura† Honda R&D Americas, Inc., Greensboro, North Carolina Cited by:

Wing-shape optimization is by nature an iterative process. First, a baseline wing design is chosen to begin the process with; this is usually the wing created by aerospace engineers. This wing is assumed to be reasonably close to a best-fit design from the engineers. The next step is to . 1. Drag coefficient at transonic cruise, CD,t 2. Drag coefficient at supersonic cruise, CD,s 3. Bending moment at the wing root at supersonic cruise condition, MB 4. Twisting moment at supersonic cruise condition, MT In the present optimization, all four objective functions are to be minimized. Both the transonic and supersonic drag.

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Get this from a library. Wave drag as the objective function in transonic fighter wing optimization. [Pamela S Phillips; United States. National Aeronautics and Space Administration. Scientific and Technical Information Office.].

In aeronautics, wave drag is a component of the aerodynamic drag on aircraft wings and fuselage, propeller blade tips and projectiles moving at transonic and supersonic speeds, due to the presence of shock drag is independent of viscous effects, and tends to present itself as a sudden and dramatic increase in drag as the vehicle increases speed to the Critical Mach number.

The objective of optimization in this study is to obtain a ta rget pre ssure which has less wave drag tha n the base line wing with lift, and maximum thickne ss being almost the s ame. The wing. Its main objective is a preliminary evaluation of the potential benefits of VCW technology to enhance the fuel efficiency of jet transport aircraft by wing airfoil viscous (pressure and friction) and wave drag reduction, at high speed, subsonic and transonic cruise flight.

The F (fig. 89(b)) was designed to achieve the minimum possible wave drag but was penalized with low subsonic lift. As a result, the landing speed of this airplane was particularly high and landing mishaps were common among untrained pilots.

Figure 90 illustrates the effect of using a thinner section on the transonic drag. Notice, in. jective function along the search direction using re-peated CFD flow analyses. The entire process is re-peated until the gradient approaches zero or further improvement in the aerodynamic objective function is impossible.

The use of numerical optimization for transonic aerodynamic shape design was pioneered by Hicks, Murman and Vanderplaats [13].File Size: 1MB. Wing flap deflection angles of a supersonic transport are optimized to improve transonic cruise performance. Toward this end, a numerical optimization method is adopted using a three-dimensional.

The objective of this research is to demonstrate capability of an up-to-date EA in handling real-world large-scale design optimizations. In the present study, the real-coded Adaptive Range Genetic Algorithm (real-coded ARGA) [12] coupled with the structured coding [13] will be applied to a practical transonic wing design Size: KB.

Transonic Aerodynamics of Airfoils and Wings Introduction Transonic flow occurs when there is mixed sub- and supersonic local flow in the same flowfield (typically with freestream Mach numbers from M = or to ). Usually the supersonic region of the flow is terminated by a shock wave, allowing the flow to slow down to subsonic File Size: 2MB.

Wave drag as the objective function in transonic fighter wing optimization / (Washington, D.C.: National Aeronautics and Space Administration, Scientific and Technical Information Office ; [Springfield, Va.: For sale by the National Technical Information Service], ).

We focus on the transonic-cruise design with an Euler solver and gradient-based optimization to determine the minimum wave-drag and induced-drag design.

The baseline con guration is the zero-twist and zero-camber version of the Ciampa et al.3 geometry. As constraints, the planform and airfoil thickness at each section are held to the baseline. Mathematical modeling of the effect of force oscillations of surface elements of a wing airfoil on the shock-wave structure of the transonic flow over it is implemented.

The qualitative and quantitative effect of the oscillation parameters on the airfoil wave drag is by: 1. Since the objective of the optimization scheme is to find body-of-revolution geometries that have minimum drag in transonic and supersonic inviscid flow, the objective function is defined as the wave drag.

For the geometries to be acceptable, a certain set of specified requirements known as constraints should be specified. These constraints can be.

The objective of this study is to develop a program which optimizes wave drag coefficient of high speed aircrafts by numerical methods.

A Conceptual Design Methodology to Predict the Wave Drag of a Transonic Wing, Weber G.W. () Mathematical Modelling for Wave Drag Optimization and Design of High-Speed Aircrafts. In: Pinto A Author: Can Citak, Serkan Ozgen, Gerhard Wilhelm Weber. the linearised theory predicts zero lift-dependent wave drag at M = 1.

Thus equation (1) is not restricted to non-lifting configurations since it gives the total sonic wave drag of a lifting configuration (for a discussion of lift-dependent wave drag, see for example, Lomax and Heasletla). File Size: 2MB. Please watch in p/p. Final year mechanical engineering project at the University of Stellenbosch.

"Wave Drag Reduction Of A Winged Slender Body At Transonic to Supersonic Speeds". The profile drag of the airfoil at such velocities however cannot be obtained. Since wave drag is the most predominant form of drag in such velocities [2], it can be safely assumed that lower the wave drag, better the performance.

The Drag divergence Mach no. and the. addition found that lift-related drag and wave drag may also be reduced with forward sweep (refs. 36 and 37). As a result of these studies, DARPA sponsored a contract with Grumman Aerospace Corporation (Bethpage, New York) to design and build a forward-swept.

ration (flap deflection, wing sweep, etc.). The drag is not precisely a quadratic function of the lift, and the value of the Oswald efficiency factor, E, in Eq.() is defined as a function of the lift coefficient and Mach number: E = E(C L,M).

The drag also depends on the throttle setting, butFile Size: KB. Wave Drag (in acoustics), for a gaseous or liquid medium, the ratio of the sound pressure p in a plane traveling wave to the vibration velocity v of the particles in the medium. The wave drag characterizes the degree of stiffness of the medium—that is, the medium’s ability to resist the formation of distortion—in the traveling-wave mode.

It is. Aerodynamic wave drag. The force retarding an airplane, especially in supersonic flight, as a consequence of the formation of shock waves. Although the physical laws governing flight at speeds in excess of the speed of sound are the same as those for subsonic flight, the nature of the flow about an airplane and, as a consequence, the various aerodynamic forces and moments acting on the vehicle.Shock wave/boundary layer interaction is classical phenomenon in fluid mechanics field, which is appeared in super-sonic front/rear step flow, transonic wing shock wave induced separation and high speed inlet flow [].It plays an important role in increase lift and drag reduction of aircraft, improvement inlet performance, and lessening pressure : Ling Zhou, Dehua Chen, Yang Tao, Guangyuan Liu, Shuheng Song, Shidong Zhong.wing span drag coefficient, A drag coefficient at zero lift minimum value of drag coefficient for a given polar, not necessarily CDO transonic wave drag coefficient, reference area = A c (in fig.

14, reference area = S) equivalent average skin-friction coefficient for turbulent flow L lift coefficient, _._ AC L lift-curve slope, -_--_--,deg -1 File Size: 2MB.