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aerodynamic design book
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Presented by
Daniel Reckzeh
Airbus Aero Design & Data Dept.
Bremen / Germany
Aerodynamic Design of Airbus High-Lift Wings
DLR Ehemaligentreffen Braunschweig 17-Jun-05
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Overview
• Zur Person
• Process & tools for high-lift design at Airbus4The high-lift wing design process4CFD4Windtunnel testing
• Examples from High-lift Wing Design Tasks4Integrated High-Speed / Low-Speed Design4Aero optimisation & Systems constraints4Multidisciplinary optimisation4Configuration issues
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Zur Person
Was ich aus dem DLR mitgenommen habe:
Einstieg in die LuftfahrtbrancheErfahrungen in der „akademischen“ & „industriellen“ Aerodynamik Netzwerkbildung im Rahmen der NWI (Nachwuchsinitiative)
¦
¦
¦
Stationen im DLR:
Wissenschaftlicher Mitarbeiter im DLR Braunschweig (SM-EA) im Rahmen der DLR-DASA „Nachwuchsinitiative“, abgeordnet zu Airbus Bremen, Segment Produktaerodynamik, Fachgebiet: Aerodynamischer Entwurf von Hochauftriebssystemen
1998-2000
Stationen außerhalb des DLR:
Selbständige Tätigkeit (eigenes Ingenieurbüro) im Unterauftrag von Airbus Bremen im TragflügelentwurfAirbus Bremen - Entwurfsingenieur im aerodynamischen Entwurf in der Abteilung „High-Lift devices“
1997-98
2000-03
Airbus Bremen – Engineering / Flight-PhysicsAerodynamic Design & Data Domain (EGA)Leitung der transnationalen Abteilung „High-lift devices“ (Bremen &
Filton)Leitung des Segments „Configuration design“ (Bremen)
Meine jetzige Tätigkeit:
Seit 2003
Seit 2005
Daniel Reckzeh
34 Jahre
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Zur Person
Welche Tätigkeitsbereiche habe ich durchlaufen ?• Build up of a process chain for Geometry tools and CFD-Methods for
high-lift wing design• CFD-Tool development: Modelling of 3D separated flows on complete
aircraft configurations• Windtunnel model specification for high-lift wing development• High-lift windtunnel testing and analysis for R&T and A380• In charge of A380 high-lift wing aerodynamic design• Coordination of A400M Airbus high-lift wing aerodynamic design• Transnational Lead of High-Lift Devices Group, responsible for all
Airbus High-Lift Wing Design activities• Capability Manager Configuration Design
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Organisation Airbus Engineering
Architecture & Integration
Systems and Integration Tests
Structure
Powerplant Systems
Research / Technology
Product Integrity
Flight Operations
Flight Safety Enhancement
Flight Physics
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Organisation Airbus Flight Physics
Flight PhysicsResources Management
Policy and Development
Aerodyn. Design & Data
Aerodyn. Windtunnel Testing
Loads & Aeroelasticity
Aircraft Performance
Mass Properties
Flight Dynamics Simulation
College of Experts
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OrganisationAero Design & Data Domain Germany
Aerodynamic Design & Data Domain
Germany
Aero Data for Loads
Aero Data for Performance
Data Modelling
High-lift Devices
Fuselage/Tails
Config Design Support
Methods, Tools & Processes
Methods & Tools
Complete Aircraft
Complex CFD
Far-field Impact
Ice Prdiction
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Requirements to the High-Lift Configuration
• Sufficient high lift performance• Low take-off drag• Acceptable handling quality• Low system weight & complexity
a multidisciplinary design problem
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The High-Lift Wing Aero Design Process
High Lift DevicesAero design &
Master Geometry
Clean
Take off Flap 16°
Landing Flap 34°
Inputs• TLAR (requirements, performance & noise targets)
• General A/C layout• Wing planform• Cruise Wing surface
Tools•CAD•KBE aero design tools•CFD Flow Analysis•Windtunnel testing•Aeroacoustic analysis
Outputs•High-lift configuration layout•High-lift devices shapes•Requirements for system design (Target kinematics, Settings, etc)
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Parametric Shape Design & Analysis Tools
Clean-Wing
Planform Definition
Component Design
2D CFD3D CFD
2D-Setting3D-Setting
Geo-Analysis
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Parametric Shape Design & Analysis Tools
• Examples from Droop Nose Device Design
Shape design incl kinematic constraints
Target kinematicsAerodynamic analysis
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CFD-based High-Lift Wing Design
Quasi-3D
3D-Panel
2D-Navier-Stokes2D-Panel
3D-Euler 3D-Navier-Stokes
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Windtunnels for Airbus High-Lift Development
A380 „Model chain“ (1)Small Halfmodel X03(Scale 1:32)
• LSWT Bremen (Re=1.5 Mio)• KKK Cologne (Re=7 Mio)• ETW Cologne (Re=25 Mio)
A380 „Model chain“ (2)Large complete model X08(Scale 1:17)• DNW Emmeloord (Re=3.5 Mio)Large halfmodel X08Hl LSWT Filton (Re=3.5 Mio)l F1 Toulouse (Re=12 Mio)l Q5m Farnborough (Re=10 Mio)
A380 „Model chain“ (3)Complete model X06• LSWT Filton
(Re=1.5 Mio)• F1 Toulose
(Re=8 Mio) • Q5m Farnborough
(Re=6 Mio)
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Tools for design verification: CFD vs Windtunnel ?
• CFD and Wintunnel are tools for design analysis.4“CFD delivers fast pretty pictures but with partly questionable results” 4“Windtunnel testing is extremely expensive and requires too much time”
• Way out ? 4“Despite their discrepancies we can not live without the one or the other,
the combination of both advantages makes it.”4CFD to be used in far more intensive combination with Windtunneltesting4The major step ahead for design will be the close-coupled use of reliable
(i.e. validated) complex CFD
Designers’ view (provocative) :
?
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Integrated High-Speed / Low-Speed Design
• Thin outer wing profiles with small leading edge radius: high Slat-angle necessary, therefore long Slat-tracks with high weight andintregration problems
• Thin rear profile thickness (high rear-loading in cruise):low flap-thickness with high boundary layer loading, high flap structure weight, flexible structure gives difficulties in maintaining target flap gap
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The droop-nose device
Lug
Actuator link
Lever
Arm HL rotationaxis
Link
122°
26°
Droop Nose Device
lower dragreduced maximum lift
Slat
higher maximum liftincreased drag
Selected for inboard wing of A380
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Kinematics system versus Aero target
0
2
4
6
8
10
12
14
0 10 20 30 40 50 60
Flap Angle °
Ove
rlap
%
0
0,3
0,6
0,9
1,2
1,5
1,8
2,1
Gap
%
0,00
0,30
0,60
0,90
1,20
1,50
1,80
2,10
0 5 10 15 20 25 30 35 40 45 50 55 60
Flap angle
Gap
[% o
f cle
anw
ing]
0,00
2,00
4,00
6,00
8,00
10,00
12,00
14,00Target Gap 27-87 FVF (track)
Target Gap 27-87 FVF (dropped hinge)
Target OL 27-87 FVF (track)
Target OL 27-87 FVF (dropped hinge)
Track mechanism fulfills Aero Target, but complex and heavy
Dropped Hinge mechanism insuffiecient to Aero Target, but less complex and lighter
Overlap
Gap
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Multidisciplinary design optimisation
0
0,2
0,4
0,6
0,8
1
1,2
1,4
-1-0,500,511,522,533,544,555 , 56
O v e r l a p O / L [ % o f c h o r d ]
Pivot-Kinematics Linkage-Kinematics Track-Kinematics
100,0%81,5%
75,0%
0,0%
10,0%
20,0%
30,0%
40,0%
50,0%
60,0%
70,0%
80,0%
90,0%
100,0%
Syst
emge
wic
ht
Track-System Linkage-System Pivot-System
•Systems dependancies
•Aero dependancies
•Performance dependancies Takeoff Performance
MEGALINER
Runway length [1000 m]
Gro
ss W
eigh
t [10
00 k
g]
Megaliner Reference
Megaliner Reference - delta CD =0,0025 Overlap
Gap
Coupled Sensitivities
Overlap
Gap
Coupled Sensitivities
0
0,2
0,4
0,6
0,8
1
1,2
1,4
- 1-0,500,511,522,533,544,555,56
O v e r l a p O / L [ % o f c h o r d ]
Pivot-Kinematics Linkage-Kinematics Track-Kinematics
Startposition des Flaps für die Optimierung
Referenzposition des Flaps
Optimierte Flap-Position Starting point OptimumReference
Overlap
Gap
Result of coupled optimisation
0
0,2
0,4
0,6
0,8
1
1,2
1,4
- 1-0,500,511,522,533,544,555,56
O v e r l a p O / L [ % o f c h o r d ]
Pivot-Kinematics Linkage-Kinematics Track-Kinematics
Startposition des Flaps für die Optimierung
Referenzposition des Flaps
Optimierte Flap-Position Starting point OptimumReference
Overlap
Gap
Result of coupled optimisation
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Wing Layout Studies
• Flexible wing structure with aileron reversal tendency:Application of an inboard „All-Speed-Aileron“ with increased outer flap span, resp. application of an inboard „Taberon“
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Impact of the landing gear height
Relatively short landing gear legs required • to control aircraft weight• to improve space allocation for I/B flap
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Impact of the landing gear height
fuselage close to groundè rotation limit
α 0°
CL
CL 0
rotation"
α−rot
engine close to wingè engine exhaust jet blowing on flaps
challenge :sufficient lift at α = 8°...10° but maximum lift can be somewhatcompromised (without negativeeffect on T/O performance)
challenges :• prediction of aerodynamic ínterference• vibrations by turbulent engine exhaust• temperatures on high lift elements –
material ?
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Conclusions
• High-Lift Design is a major driver for overall wing design
• Continuing adaptation of the high-lift wing layout to the current aircraft requirements:aerodynamic design not better than necessary
• Optimisation under multidisciplinary constraints: small penalty for aerodynamics can cause large benefit for other disciplines
• Consequent design verification with high Reynolds-number testingand CFD predictions is necessary to reduce (unwanted) margins for the aircraft as far as possible
• Design decisions more and more based on CFD alone
• A closed multidisciplinary design loop is not possible due to the complexity of the task
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Vielen Dank für die Aufmerksamkeit !Fragen ?
Jetzt, gleich, oder: [email protected]
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© AIRBUS DEUTSCHLAND GMBH. All rights reserved. Confidential and proprietary document.
This document and all information contained herein is the sole property of AIRBUS DEUTSCHLAND GMBH. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS DEUTSCHLAND GMBH. This document and its content shall not be used for any purpose other than that for which it is supplied.
The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS DEUTSCHLAND GMBH will be pleased to explain the basis thereof.
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