New Design Concepts for High Speed Air Transport

333 Pages·1997·33.1 MB·English

by  H. Sobieczky (eds.)

CISM COURSES AND LECTURES
Series Editors:
The Reetars of C/SM
Sandor Kaliszky- Budapest
Mahir Sayir -Zurich
Wilhelm Schneider -Wien
The Secretary General of CISM
Giovanni Bianchi -Milan
Executive Editor
Carlo Tasso -Udine
The series presents lecture notes, monographs, edited works and
proceedings in the field of Mechanics, Engineering, Computer Science
and Applied Mathematics.
Purpose of the series is to make known in the international scientific
and technical community results obtained in some of the acti vities
organized by CISM, the International Centre for Mechanical Sciences.
INTERNATIONAL CENTRE FOR MECHANICAL SCIENCES
COURSESAND LECTURES -No. 366
NEW DESIGN CONCEPTS
FOR HIGH SPEED AIR TRANSPORT
EDITEDBY
H. SOBIECZKY
DLR GERMAN AEROSPACE RESEARCH ESTABLISHMENT
~ Springer-Verlag Wien GmbH
Le spese di stampa di questo volume sono in parte coperte da contributi del Consiglio
Nazianale delle Ricerche.
This volume contains 139 illustrations
This work is subject to copyright.
All rights are reserved,
whether the whole or part of the material is concerned
specifically those of translation, reprinting, re-use of illustrations,
broadcasting, reproduction by photocopying machine
or similar means, and storage in data banks.
© 1997 by Springer-Verlag Wien
Originally published by Springer-Verlag Wien New York in 1997
In order to make this volume available as economically and as
rapidly as possible the authors' typescripts have been
reproduced in their original forms. This method unfortunately
has its typographical limitations but it is hoped that they in no
way distract the reader.
ISBN 978-3-211-82815-1 ISBN 978-3-7091-2658-5 (eBook)
DOI 10.1007/978-3-7091-2658-5
PREFACE
At a time when the increase in global traffic suggests a need for
innovative solutions, this book offers a collection of contributions to the design
of methodologies for a new generation of high speed transport aircraft, and of
supersonic craft in particular.
The contributors come from university aerospace departments, the
aircraft industry, and an aerospace research institution: the University of
Colorado and Pennsylvania State University in the United States of America,
Daimler Benz Aerospace and the DLR German Aerospace Research
Establishment in Germany. They have been selected to provide a balance
between the practical requirements for development and the tools and concepts
for achieving design goals.
The book consists of twenty chapters arranged in three parts:
The first six chapters, after exploring the market outlook, present the
challenge of developing the technologies needed to create solutions to high speed
air transport within the framewerk of a variety of economic, environmental, and
other practical constraints. Chapter 1 discusses the prospects for the
development of a supersonic transport, including unconventional solutions.
Chapter 2 provides a method for predicting future aircraft pricing. Chapter 3,
outlines a multidisciplinary approach to the development of new aircraft, while
Chapter 4 presents the problern as a multipoint design challenge. Chapter 5 lists
the technologies needed. The final challenge, certification of a new supersonic
aircraft, is examined in Chapter 6.
A collection of design tools follows, with theoretical models of the
aerodynamics supporting generic aircraft shape definition, for use in systematic
optimization strategies. While aerodynamics clearly dominates in the contents of
this book, structural and thermal Ioads are treated as well in Chapters 7 through
15, stressing a careful selection of design parameters based on mathematical
modeling, and reviewing recent techniques for optimization. Chapter 7
introduces phenomena-based tool development, illustrating the value of a
detailed understanding of flow phenomena in the transonic flight regime.
Chapter 8 then provides mathematically defined supersonic configurations. Both
phenomena and configuration models serve as the basis for the geometry
preprocessor software development in Chapter 9. The inverse aerodynamic
problern formulation of Chapter 10 is compared with other strategies for
optimization in Chapter 11. A combination of these techniques is reported in
Chapter 12. Thermal problems are discussed in Chapter 13, and structural
problems in Chapter 14, applying inverse and optimization strategies. Finally, a
global approach to multidisciplinary inverse design and optimization in a parallel
computing environment is treated in Chapter 15.
In the last five chapters various knowledge bases are used for special and
innovative aircraft concepts. Comparison of optimum conventional and novel
configurations resulting from systematic design approaches stimulates the
designer' s creativity, so that he can improve on his own methods. Certain
aspects of the initial challenge are encountered in some case studies in Chapter
16. Theindustrial use of optimization tools is illustrated in Chapter 17. Chapter
18 discusses the possibility of improving aircraft performance by establishing
laminar flow on aircraft components. The concluding chapters are devoted to an
unconventional configuration, the oblique flying wing: Chapter 19 investigates a
case study, with the application of industrial methods, while Chapter 20
discusses other studies of this unusual aircraft and some of its aerodynamic
characteristics.
The collaboration between authors R. Seebass and H. Sobieczky was
funded by the Alexander von Humboldt Stiftung with a Max Planck grant which
helped to make possible the results outlined in Chapters 7, 8, 9 and 20, and
substantially supported the editor in his idea of organizing the lecture series
"New Design Concepts for High Speed Air Transport" held at CISM in June
1995. The encouragement of W. Schneider of Vienna is also gratefully
acknow ledged.
Many thanks go to Michael Klein and Stephanie Alberti of the DLR
Institute for Fluid Mechanics in Gottingen, who put all the manuscript data into
book form, and to the DLR for providing the computer equipment to make this
possible.
H. Sobieczky
CONTENTS
Page
Preface
Chapter 1
The Prospects for Commercial Supersonic Transport
by A.R. Seebass ........................................................................................... 1
Chapter 2
Aircraft Economy for Design Tradeoffs
by A. Va n der Velden ................................................................................. 13
Chapter 3
Son of Concorde, a Technology Challenge
by J. Mertens .............................................................................................. 31
Chapter4
Aerodynamic Multi Point Design Challenge
by J. Mertens .............................................................................................. 53
Chapter 5
Required Aerodynamic Technologies
by J. Mertens .............................................................................................. 69
Chapter 6
Certification of Supersonic Civil Transports
by :J. Mertens .............................................................................................. 97
Chapter7
Gasdynamic Knowledge Base for High Speed Flow ModeHing
by H. Sobieczky ........................................................................................ 10 5
Chapter 8
Configurations with Specified Shock Waves
by H. Sobieczky ........................................................................................ 121
Chapter9
Geometry Generator for CFD and Applied Aerodynamics
by H. Sobieczky ....................................................................................... 137
Chapter 10
Aerodynamic Shape Inverse Design Methods
by G.S. Dulikravich ................................................................................ 159
Chapter 11
Aerodynamic Shape Optimization Methods
by G.S. Dulikravich ................................................................................. 175
Chapter 12
Combined Optimization and Inverse Design
of 3-D Aerodynamic Shapes
by G.S. Dulikravich ................................................................................. 189
Chapter 13
Thermal Inverse Design and Optimization
by G.S. Dulikravich ................................................................................. 201
Chapter 14
Structural Inverse Design and Optimization
by G.S. Dulikravich ................................................................................. 213
Chapter 15
Multidisciplinary Inverse Design and Optimization (MIDO)
by G. S. Dulikravich ................................................................................. 223
Chapter 16
Supersonic Aircraft Shape Optimization
by A. Va n der Velden .............................................................................. 237
Chapter 17
Multi-Disciplinary Supersonic Transport Design
by A. Va n der Velden .............................................................................. 251
Chapter 18
Laminar Flow for Supersonic Transports
by J. Mertens ............................................................................................ 275
Chapter 19
The Oblique Flying Wing Transport
by A. Va n der Velden ............................................................................... 291
Chapter20
Oblique Flying Wing Studies
by A.R. Seebass ....................................................................................... 317
CHAPTERl
THE PROSPECTS FOR COMMERCIAL SUPERSONIC TRANSPORT
A.R. Seebass
University of Colorado, Boulder, CO, USA
1.1 lntroduction
This chapter on the prospects for commercial transport at supersonic speeds must begin by de
ciding what we will call the generic prospective aircraft. Since the first generation aircraft were
called Supersonic Transports, or SSTs for short, this practice is continued here. Today, in the
United States, NASA's nomenclature is High Speed Civil Transports or HSCTs, while in Europe
and Japan it is Supersonic Commercial Transports or SCTs.
The title of this introductory chapter may seem ill-advised. Commercial transport at
supersonic speeds has been a reality since 1976. Indeed, it has be!'!n a great technical success.
J:le Concorde fteet has ftown over 300,000 hours, most of them at supersonic speeds, and it has
done so with over 93% reliability. These aircraft will be in service for many years to come [ 1]. I
can go to my local travel agent and buy a ticket to fty from Kennedy International Airport out
side of New York City to Heathrow Airport outside of London on British Airways, or to Charles
de Gaulle Airport outside of Paris on Air France, and back. The round-trip fare for the summer
season, 1996, was $7,574 for London and $6,516 for Paris. The corresponding first-class, busi
ness, and full coach fares are $6,752, $4,496, and $2,274 for London, and $5,700, $3,220 and
$2,042 for Paris; the discount coach fares are $586 for London and $838 for Paris. The cost of
halving my ftight time between New York and London or Paris is, averaging the two trips, about
113% that for first-class, 183% that for business class, 425% that for coach and nearly 10 times
that for discount coach. During the previous winter season, the discount coach fares were about
50% Iess, making Concorde travel over 15 times more expensive than discount coach then. The
Richard Seebass
2
discount fare to London during the 1996-97 winter season was less than 1/30 of the Concorde's
$7995 fare there.
We can probably assume that this fare is covering the direct operating cost of the Con
corde, exclusive of the depreciation or arnortization of the aircraft itself. At these fares the mar
ket for supersonic travel is very limited.
Current scheduled Concorde flights include London -New York, Paris -New York in
the summer, and London-Barbados (weekly). Recent reports on the Concorde indicate that the
dozen now in service are under-utilized [2], [3]. Excursion flights are a small but growing part
of the Concorde operations. While service to and from Dulles Airport to de Gaulle and to Hea
throw was provided by both airlines for many years, this (from Dulles to Heathrow) was discon
tinued in November 1994.
The first SST to fly was the Tupolev-144, with its maiden flight on December 31, 1968,
a year before the Concorde's first flight. Tu-144 mail service began on December 26, 1975. Pas
sengerservice commenced on November 1, 1977, but was discontinued 7 months later. While
this aircraft was not an operational success, the Concorde has been an operational success for
the two airlines that operate this small fleet. Commercial transport at supersonic speed is a real
ity. Does a second generation SST make sense? This chapter reviews the Concorde and U.S.
SST programs, and provides the author's own conclusion regarding the prospects for a second
generation SST. The readers should develop their own conclusions; this book will help them to
do so.
1.2 The Concorde
On November 5, 1956, the British bad their first meeting of the Supersonic Transport ·Aircraft
Committee, or STAC. The members bad concluded that the U.S. Boeing 707 and Douglas DC-
8 would capture so much of the subsonic market for commercial aircraft that the only options
available to them were to go above the speed of sound or to give up the market [4]. It may have
been better strategy to remain with subsonic aircraft, although the Concorde program did much
tobring Britain into the European community.
In March 1959 STAC urged the conteoller of aircraft in the Ministry of Supply to con
sider the development of a supersonic transport, estimating a market of 125-175 aircraft. The
British then approached the French about a joint program, with one goal being their eventual
admission to the European Common Market, then dominated by France. Later there were
repeated attempts by Britain to cancel the Concorde. Then President de Gaulle stood by the
simple, irrevocable, two page treaty between the United Kingdom and the French Republic,
entered into on November 29, 1963 [4], [5].
Commercial flight operations began twenty years ago in January, 1976, with British