Skinner, Shaun

Zare-Behtash, Hossein

English

Skinner, S.N.

Zare-Behtash, H.

Southampton (e-Prints Soton)

Aerodynamic and stability optimisation of non-planar wings

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THE AEROSPACE ECOSYSTEMAerodynamic and Stability Optimisation of Non-planar WingsS. N. Skinner,*1 H. Zare-Betash,11 University of Glasgow, School of Engineering, Glasgow G12 8QQ, UK*s.skinner.1@research.gla.ac.ukUniversity of Glasgow, charity number SC004401IntroductionNon-planar lifting systems exhibit reductions in drag when compared to conventional planar systems.[1] Drag reduction in aircraft results is a direct decrease of operational costs andan in-direct decrease in noise and emissions.[2] In the cruise phase of large transport aircraft, typically 90% of flight time[3], drag consists of friction and induced drag, where induceddrag contributes 40%-45% of total drag budget.[4] C-wing configurations have been recognised for their potential to enhance large transport aircraft and reduce induced drag.[5]The European Commission and the Advisory Council for Aeronautics Research (ACARE) have joint strategic goals in place to address these issues while considering economic andsocial benefits. Some specific goals highlighted in their Flightpath 2050[6] plan include a 75% reduction of Co2 emissions per passenger kilometre whilst also reducing observed noiseemissions of flying aircraft by 65% regardless of traffic growth. It is recognised that the world is entering a new age in which challenges in globalisation, fluctuating financial systems,climate change, realisation of our finite recourses, and the demand for an evermore efficient/sustainable infrastructure is driving modern innovations.A340 maiden flight1954 199116 years 19 years 16 years 37 years 18 years Now What?!... Folding wing tips?1903 20091919Wright brothers’ first sustained, controlled, powered flight.Alcock and Brown make the first non-stop flight across the Atlantic. Boeing 707 maiden flight Boeing 787 Dreamliner maiden flight1938First non-stop trans-Atlantic commercial flight by land-based aircraft.Aerodynamic Optimisation• A novel population structured Genetic Algorithm coupled with a vortex ringmethod explores and exploits a user defined search space to identifyoptimal solutions. The vortex ring method is capable of meshing non-planarlifting surfaces automatically while accounting for aerofoil thickness andcamber to a used defined fidelity. Wake and Trefftz plane (for induced dragcalculation)[7] are included in mesh sequence.• Up to 33 variables including: angle of attack, root chord, tip chord, span,twist, taper, sweep, dihedral and aerofoil section over 5 independentlyactivated wing sections. Canard configuration also possible.• Aerodynamic optimisation can be coupled with interdisciplinaryoptimisation for static aeroelastic deformation and pitch stability allowingmulti-objective design trade-off.Minimum induced drag solution Minimised drag (induced + viscous)and root bending moment solutionwith a static margin of 0.2To The Future…Development of the aerostructural design/optimisationalgorithm will endeavour toward the fabrication of a highlynon-planar lifting surface; concept shown bellow. This willlead into gust response, structural dynamic characterisationand application of active flow control techniques such asplasma actuators as shown bellow.Modern Problems… Old Design…Further performance improvement to long-range commercial aircraft is becoming stagnant!Further improvement in bypass technology ishindered by limitations in propulsive andthermal efficiency.Tube-Wing aircraft: old cheap design… but itworks…Large long-range aircraft performanceis maturing. Most significant performanceimprovement has rooted from bypass enginerefinement, with 4 noticeable technologicaljumps.C-Wing Configuration: What is the Point?[5,8]• Reduce wing span • Reduce tip vortex strength• Reduced vortex drag (improved lift/drag ratio)• Efficient trim with shorter, tailless fuselage• Improved lateral handling• Potential aero-elastic control• Control at high angles of attack• Gust control & load alleviation• Aero/structural performance though span loadingReferences[1] Kroo, I., "Nonplanar Wing Concepts for Increased Aircraft Efficiency," VKI lecture series on Innovative Configurations and Advanced Concepts for Future Civil Aircraft, June 2005.[2] Slingerland, R. and Verstraeten, J.G., ‘Drag Charactaristics for Optimally Span-loaded Planar, Wingletted, and C-wings. 2007.[3] Khan. F., Krammer. P., ‘Preliminary Aerodynamic Investigation of Box-wing Configurations Using Low Fidelity Codes. Deutscher Lift-und, 2010.[4] Frediani. A., ‘The Prandtl Wing,’ VKI lecture series on Innovative Configurations and Advanced Concepts for Future Civil Aircraft, 2005.[5] Kroo, I,. ‘Drag Due to Lift: Concepts for Prediction and Reduction. Annu. Rev. Fluid Mech., (33):587-617, 2001.[6] Flightpath 2050 – Europe’s Vision for Aviation. (2011). 1st ed. [ebook] Publications Office of the European Union. Available at: http://www.acare4europe.com/sites/acare4europe.org/files/document/Flightpath2050_Final.pdf[7] Smith S.C. ‘A Conceptual and Experimental Study of nonlinear Aspects of Induced Drag: NASA Technical Paper 3598. Technical Report, 1996.[8] Kroo, I., McMasters, J., "Highly Nonplanar Lifting Systems,“ Transportation Beyond 2000: Technologies Needed for Engineering Design, September 1995.[9] Kontis. K., ‘Plasma Flow Control Effectors for Low and High Speed Applications,’ Lecture Series, Aero-Physics Laboratory, University of Manchester.[9]

Aerodynamic and Stability Optimisation of Non-Planar Wings

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THE AEROSPACE ECOSYSTEM
Aerodynamic and Stability Optimisation of Non-planar Wings
S. N. Skinner,*1 H. Zare-Betash,1
1 University of Glasgow, School of Engineering, Glasgow G12 8QQ, UK
*s.skinner.1@research.gla.ac.uk
University of Glasgow, charity number SC004401
Introduction
Non-planar lifting systems exhibit reductions in drag when compared to conventional planar systems.[1] Drag reduction in aircraft results is a direct decrease of operational costs and
an in-direct decrease in noise and emissions.[2] In the cruise phase of large transport aircraft, typically 90% of flight time[3], drag consists of friction and induced drag, where induced
drag contributes 40%-45% of total drag budget.[4] C-wing configurations have been recognised for their potential to enhance large transport aircraft and reduce induced drag.[5]
The European Commission and the Advisory Council for Aeronautics Research (ACARE) have joint strategic goals in place to address these issues while considering economic and
social benefits. Some specific goals highlighted in their Flightpath 2050[6] plan include a 75% reduction of Co2 emissions per passenger kilometre whilst also reducing observed noise
emissions of flying aircraft by 65% regardless of traffic growth. It is recognised that the world is entering a new age in which challenges in globalisation, fluctuating financial systems,
climate change, realisation of our finite recourses, and the demand for an evermore efficient/sustainable infrastructure is driving modern innovations.
A340 maiden flight
1954 1991
16 years 19 years 16 years 37 years 18 years Now What?!... Folding wing tips?
1903 20091919
Wright brothers’ first sustained, 
controlled, powered flight.
Alcock and Brown make the first 
non-stop flight across the Atlantic. Boeing 707 maiden flight Boeing 787 Dreamliner maiden flight
1938
First non-stop trans-Atlantic commercial 
flight by land-based aircraft.
Aerodynamic Optimisation
• A novel population structured Genetic Algorithm coupled with a vortex ring
method explores and exploits a user defined search space to identify
optimal solutions. The vortex ring method is capable of meshing non-planar
lifting surfaces automatically while accounting for aerofoil thickness and
camber to a used defined fidelity. Wake and Trefftz plane (for induced drag
calculation)[7] are included in mesh sequence.
• Up to 33 variables including: angle of attack, root chord, tip chord, span,
twist, taper, sweep, dihedral and aerofoil section over 5 independently
activated wing sections. Canard configuration also possible.
• Aerodynamic optimisation can be coupled with interdisciplinary
optimisation for static aeroelastic deformation and pitch stability allowing
multi-objective design trade-off.
Minimum induced drag solution Minimised drag (induced + viscous)
and root bending moment solution
with a static margin of 0.2
To The Future…
Development of the aerostructural design/optimisation
algorithm will endeavour toward the fabrication of a highly
non-planar lifting surface; concept shown bellow. This will
lead into gust response, structural dynamic characterisation
and application of active flow control techniques such as
plasma actuators as shown bellow.
Modern Problems… Old Design…
Further performance improvement to long-
range commercial aircraft is becoming stagnant!
Further improvement in bypass technology is
hindered by limitations in propulsive and
thermal efficiency.
Tube-Wing aircraft: old cheap design… but it
works…Large long-range aircraft performance
is maturing. Most significant performance
improvement has rooted from bypass engine
refinement, with 4 noticeable technological
jumps.
C-Wing Configuration: What is the Point?[5,8]
• Reduce wing span 
• Reduce tip vortex strength
• Reduced vortex drag (improved lift/drag ratio)
• Efficient trim with shorter, tailless fuselage
• Improved lateral handling
• Potential aero-elastic control
• Control at high angles of attack
• Gust control & load alleviation
• Aero/structural performance though span loading
References
[1] Kroo, I., "Nonplanar Wing Concepts for Increased Aircraft Efficiency," VKI lecture series on Innovative Configurations and Advanced Concepts for Future Civil Aircraft, June 2005.
[2] Slingerland, R. and Verstraeten, J.G., ‘Drag Charactaristics for Optimally Span-loaded Planar, Wingletted, and C-wings. 2007.
[3] Khan. F., Krammer. P., ‘Preliminary Aerodynamic Investigation of Box-wing Configurations Using Low Fidelity Codes. Deutscher Lift-und, 2010.
[4] Frediani. A., ‘The Prandtl Wing,’ VKI lecture series on Innovative Configurations and Advanced Concepts for Future Civil Aircraft, 2005.
[5] Kroo, I,. ‘Drag Due to Lift: Concepts for Prediction and Reduction. Annu. Rev. Fluid Mech., (33):587-617, 2001.
[6] Flightpath 2050 – Europe’s Vision for Aviation. (2011). 1st ed. [ebook] Publications Office of the European Union. Available at: http://www.acare4europe.com/sites/acare4europe.org/files/document/Flightpath2050_Final.pdf
[7] Smith S.C. ‘A Conceptual and Experimental Study of nonlinear Aspects of Induced Drag: NASA Technical Paper 3598. Technical Report, 1996.
[8] Kroo, I., McMasters, J., "Highly Nonplanar Lifting Systems,“ Transportation Beyond 2000: Technologies Needed for Engineering Design, September 1995.
[9] Kontis. K., ‘Plasma Flow Control Effectors for Low and High Speed Applications,’ Lecture Series, Aero-Physics Laboratory, University of Manchester.
[9]


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Aerodynamic and Stability Optimisation of Non-Planar Wings

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