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ROI 2009-0501-1167
The Next Decade in CommercialAircraft AerodynamicsAircraft Aerodynamics –
A B i P tiA Boeing Perspective
Mark GoldhammerMark Goldhammer
Chief AerodynamicistBoeing Commercial AirplanesSeattle, Washington, U.S.A.
Aerodays 2011Madrid, Spain31 March 2011
BOEING is a trademark of Boeing Management Company.Copyright © 2011 Boeing. All rights reserved.
3 a c 0
The next decade in commercial airplane aerodynamics – a Boeing perspective
Outline
Historical look at aerodynamic configuration design at Boeing
Driving factors for the future
Aerodynamic levers for the next decade Aerodynamic product technologies Aerodynamic tools, processes and capabilities Airplane configurations
Concluding remarks
Copyright © 2011 Boeing. All rights reserved. Aerodays 2011 | 2
The beginnings of the
The next decade in commercial airplane aerodynamics – a Boeing perspective
commercial jet age at BoeingB i 367 80 ( i 1954)Boeing 367-80 (circa 1954) Prototype for KC-135, B707 family Boeing’s first low-swept-wing transport Configuration basis for the future: Wing-mounted pod engines Double-slotted Fowler flaps with LE Krueger flaps
(B707)(B707)
Boeing Stratocruiser (circa 1947) Straight wingStraight wing Piston-powered propellers Fowler flaps
Copyright © 2011 Boeing. All rights reserved. Aerodays 2011 | 3
Wing-mounted pod engines became f f
The next decade in commercial airplane aerodynamics – a Boeing perspective
C fi ti l ti f th
the configuration of choiceConfiguration evolution of the Boeing family Swept-wing, pod-mounted
engines (2 or 4)
B737 Continually increasing
aerodynamic technologies: CFD advances Airfoil/wing technology advances
B767
LE/TE high lift device advances Lessons learned from earlier products Higher Reynolds number wind tunnel
testing
B747
Improved structural concepts More integrated wing/engine/pylon
configurations Relaxed stability
L d ll i ti
B777
Load alleviation Multidisciplinary optimization
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B757 B787
The next decade in commercial airplane aerodynamics – a Boeing perspective
Other configurations
Wing-mounted pod engines were not always selected Aft-mount allows lower-to-the-ground configuration Perhaps more efficient with then-current technology Odd number of engines (3)
B727
g ( ) Cabin noise and vibration challenges
DC-9
Copyright © 2011 Boeing. All rights reserved. Aerodays 2011 | 5
DC-10
The next decade in commercial airplane aerodynamics – a Boeing perspective
Driving factors for future improvement
Boeing commitment:Each new commercial airplane generation delivers at least 15% improvement in CO2 emissions and fuel efficiency
se
Early jet airplanes
MORE FUEL
HIGHERdB
ative
fuel
us Noise dB
70% fuel improvement and reduced CO2
90% reduction in noise footprint
Rela
B
LESSFUEL
LOWERdB
New Generation jet airplanes
FUEL dB
EVENLOWEREVEN
LESS
Copyright © 2011 Boeing. All rights reserved. Aerodays 2011 | 6
Nose footprint based on 85 dBa.1950s 1990s 2010s
Further drag reduction is required for
The next decade in commercial airplane aerodynamics – a Boeing perspective
future efficiency improvement
Core aircraft technologiesRelative contributors to
787 efficiency improvement*
For current aircraft configurations, remaining areas for significant fuel-burn improvement in next 10-20 years are:
Systems
Propulsion/propulsion integration Aerodynamic drag reduction Multi-disciplinary optimization
MaterialsEngines
Multi disciplinary optimization
Alternate aircraft configurations may allow further integrated improvementsMaterials
Aerodynamics
allow further integrated improvements from core technologies
Aerodynamics
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*Improvements are relative to 767-300ER
The next decade in commercial airplane aerodynamics – a Boeing perspective
Aerodynamic levers
A d i d t t h l iAerodynamic product technologies Airplane configurations
Copyright © 2011 Boeing. All rights reserved. Aerodays 2011 | 8
(3) Airplane ConfigurationsAerodynamic tools, processes, and capabilities
The next decade in commercial airplane aerodynamics – a Boeing perspective
Aerodynamic levers
A d i d t t h l iAerodynamic product technologies Airplane configurations
Copyright © 2011 Boeing. All rights reserved. Aerodays 2011 | 9
(3) Airplane ConfigurationsAerodynamic tools, processes, and capabilities
The next decade in commercial airplane aerodynamics – a Boeing perspective
Aerodynamic product technologies
Laminar flowTurbulent skin friction reduction
Advanced transonic wing concepts
Active flow control
Advanced transonic wing concepts
Integration of advanced engine concepts
Relaxed stabilityMulti-disciplinary optimization
Advanced trailing edge
Advanced variable camber concepts
device conceptsAdvanced leading edge device concepts
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camber concepts
Aerodynamic drag breakdown
The next decade in commercial airplane aerodynamics – a Boeing perspective
and reduction potential
Viscous and lift-induced drag are dominant drag components for subsonic aircraft in cruiseDrag breakdown (typical)
Advances in materials, structures and aerodynamics enable significant lift i d d d d tiW d
Excrescence drag
lift-induced drag reduction Maximize effective span extension using
compositesI t d d i ti d i
Induced and trim drag
Wave drag
Incorporate advanced wing-tip devices
Viscous drag is remaining area with largest potential for further drag
g
largest potential for further drag reduction
Viscous drag
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Laminar flow drag reduction
The next decade in commercial airplane aerodynamics – a Boeing perspective
benefits and issues
Natural Laminar Flow (NLF) and Hybrid Laminar Flow Control (HLFC) demonstrated in aerodynamic flight tests Transition flow physics generally understoodTransition flow physics generally understood Scale and sweep affect laminar-flow application (NLF vs. HLFC) Continuous progress in analysis and design methods
Laminar flow reduces fuel burn, emissions and noise Benefit depends on scale of application Improved fuel burn allows smaller lighter quieter aircraft Improved fuel burn allows smaller, lighter, quieter aircraft Estimated net potential fuel burn benefit for subsonic transports ~ 5 – 12 %
L i fl li ti i Laminar flow application issues Manufacturing, certification, and operational requirements and impacts Drag benefit needs to be traded against increased weight, maintenance, cost,
reliability etc
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reliability, etc.
The next decade in commercial airplane aerodynamics – a Boeing perspective
Some laminar flow activities1990 1995 2000 2005
757 HLFC Wing HLFC 787757 NLF
1985
flight test WT test NLFNacelle
Flight test
SLFC Studies
Steps WT Tests
HLFCVLA studies
Wing HLFCWT test
F-16XL SLFCflight test Product Development trade study
Wind-Tunnel (WT) or flight test
Copyright © 2011 Boeing. All rights reserved. Aerodays 2011 | 13
p y
Nacelles shaped for natural laminar flow (NLF)
The next decade in commercial airplane aerodynamics – a Boeing perspective
p ( )Committed to 787 in 2005
Nacelle contours optimized with laminar transition location as additional design parameter Structural design and manufacturing methods tailored for NLF benefit
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Turbulent flow drag reduction
The next decade in commercial airplane aerodynamics – a Boeing perspective
benefits and issues
Riblet technology has been demonstrated to passively reduce local turbulent skin friction ~6 % Tunnel and flight tests with riblet films conductedTunnel and flight tests with riblet films conducted Application constraints (shape, spacing, streamlining) are
understood
Ribl li i i d i`
Riblet application issues are not aerodynamic: Limited riblet shape and adhesive robustness over
operational life (hydraulic liquids, hail, dirt and impact) Appearance relative to standard paint and livery Appearance relative to standard paint and livery Time required to install, maintain, remove and re-apply
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Boeing drooped-spoiler flap
The next decade in commercial airplane aerodynamics – a Boeing perspective
gCommitted to 787 in 2005
767Double/single slotted with
787
Fowler motion 6-bar linkage
787Single/single slotted
Simple-hinged flap with drooping spoilers Fewer parts (reduced maintenance) Lower weight Smaller fairings
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Facilitates small flap adjustments in flight
Boeing trailing edge variable camber
The next decade in commercial airplane aerodynamics – a Boeing perspective
g g gCommitted to 787 in 2005
Inboard flapFlaperon Trailing edge variable camber allows
Outboard flapAileron
g g Load optimization Cruise drag optimization
In cruise, trailing edge elements are adjusted at regular intervals to minimize drag Simplified actuation system Small angle variations
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Small angle variations Up and down movements
The next decade in commercial airplane aerodynamics – a Boeing perspective
Active Flow Control (AFC)
AFCAFC
Example: Application concept study with AFC augmented wing high lift system(Reference NASA CR-1999-209338)
High lift configurationwith AFC actuators
AFC
Evaluating Active-Flow Control (AFC) actuator and integration concepts for simplified (lighter) systems with similar performance as traditional mechanical high-lift elements ( g te ) syste s t s a pe o a ce as t ad t o a ec a ca g t e e e ts Robust, reliable and low-maintenance AFC actuation to be developed and
demonstrated for commercial transport Key issues that affect application success for commercial aircraft are:Key issues that affect application success for commercial aircraft are: Actuator capability, robustness and noise System power, complexity and cost Failure modes and redundancy considerations
Copyright © 2011 Boeing. All rights reserved. Aerodays 2011 | 18
a u e odes a d edu da cy co s de at o s
The next decade in commercial airplane aerodynamics – a Boeing perspective
Aerodynamic levers
A d i d t t h l iAerodynamic product technologies Airplane configurations
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(3) Airplane ConfigurationsAerodynamic tools, processes, and capabilities
Aerodynamic tools, processes
The next decade in commercial airplane aerodynamics – a Boeing perspective
and capabilities
Computational fluid dynamicsComputational fluid dynamics
Wind tunnel testingWind tunnelCFDWind tunnel testing
Flight testing
tunnelAerodynamic
designand analysisFlight testing
Future aerodynamics engineers
and analysis
y gFlight testing
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The next decade in commercial airplane aerodynamics – a Boeing perspective
Computational Fluid Dynamics (CFD)
Faster, more capable, and less costly computing hardware Faster and better algorithms Higher fidelity flow physics modeledHigher fidelity flow physics modeled Expanding simulations towards edges of flight envelope Integration with structural and systems modeling (MDO) Integration with wind tunnel and flight testingIntegration with wind tunnel and flight testing
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The next decade in commercial airplane aerodynamics – a Boeing perspective
The future for wind tunnels
Wind tunnels will continue to play a significant role in commercial airplane aerodynamic development: Design verification ho
urs
-25 %
Tunnel testing time
Design verification Database collection CFD validation New technologies
Occ
upan
cy h
-30 %
New configuration concepts Reduction in testing time enabled by availability of
mature and “calibrated” CFD767
(1980)777
(1990)787
(2005)
O
Boeing’s primary wind tunnel evaluation criteria: Technical viability – can do the required
testing Productivity – complete required testing in a
timely mannertesting
Accuracy and Validation – results that can be trusted
A il bilit d d il bl h
timely manner
Reliability – keeps working without interruption
Security – privacy and confidentiality assured
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Availability – ready and available when needed Cost efficiency – good value for the money
The next decade in commercial airplane aerodynamics – a Boeing perspective
Types of wind tunnel testing
Configuration development testing Incremental and absolute aerodynamic coefficient data Cruise, high-lift, and flight envelope limit data Airframe noise Propulsion installation Tare and interference testing
Fl t l t Flow control concepts Alternate configurations will require significant additional testing
Database development testingAi l f Airplane performance
Stability and control including simulator database Aerodynamic loads throughout envelope
Specialized testing Specialized testing Full scale Reynolds number Thrust reversers Ground effect
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G ou d e ec Ice accretion/ice effects
Primary wind tunnels used by
The next decade in commercial airplane aerodynamics – a Boeing perspective
Boeing Commercial Airplanes (2000 and on)
Farnborough, UK
Mountain View, CA
Cologne, Germany
Gifu, JapanSeattle, WA
Philadelphia, PA
Le Fauga, France
Minneapolis, MN
Hampton, VA
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The next decade in commercial airplane aerodynamics – a Boeing perspective
Flight testing aerodynamic technologies
Flight testing for certificationFlight testing for development/evaluation of aerodynamic
technologiestechnologies Certain technologies are difficult to simulate on scaled models in tunnel Concept to be flight tested must integrate with test vehicle
Fli ht t ti t id ti l i Flight testing to provide operational experience
Natural laminar flow Quiet-Technology Demonstrator (QTD2)
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The next decade in commercial airplane aerodynamics – a Boeing perspective
Future aerodynamics engineers
Continuing education and on-the-job t i i
Encourage youth into science, technology, engineering training
Retain knowledge from retiring senior
engineering, math (STEM) careers
Nurture students
from retiring senior engineers
COLLEGE
u tu e stude tsthrough funded research, internships, scholarships, etc.
Industry/ academia collaboration Encourage programs
that teach teamwork
Copyright © 2011 Boeing. All rights reserved. Aerodays 2011 | 26
that teach teamwork, multi-disciplinary studies
The next decade in commercial airplane aerodynamics – a Boeing perspective
Aerodynamic levers
A d i d t t h l iAerodynamic product technologies Airplane configurations
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(3) Airplane ConfigurationsAerodynamic tools, processes, and capabilities
Aerodynamic opportunities and
The next decade in commercial airplane aerodynamics – a Boeing perspective
challenges on alternate configurations
Geometries tailored to enhance laminar
Advanced multi-disciplinary optimization
Aerodynamic surfaces designed for active flow control
to enhance laminar flow control
p
Skin friction control
Control configured empennage
Configuration optimized for noise
Induced drag reduction with novel non-planar wing configurations
Boundary-layer ingestion for increased propulsion efficiency
Incorporation of novel propulsion systems (e.g., open fan)
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Advanced integration of aerodynamics, structures and systems
Alternate configuration concepts
The next decade in commercial airplane aerodynamics – a Boeing perspective
gNew challenges for aerodynamic design
Aerodynamic tools and processes that have been refined for tube-and-wing fi ti t b d t d/ lib t d f l i l i ft fi ti
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configurations must be updated/calibrated for non-classical aircraft configurations
Commercial airplane aerodynamics:
The next decade in commercial airplane aerodynamics – a Boeing perspective
What is next?
Readiness ofReadiness ofadvanced aerodynamic
technologies
Future configurations
Market requirements
Further significant reduction in fuel burn, noise, and emissions
Regulatory requirements
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ue bu , o se, a d e ss o s
The next decade in commercial airplane aerodynamics – a Boeing perspective
Summary
Aerodynamics will be key contributor to the future of aircraft design Safety Efficiency Environmental compatibility
The next decade of challenges will be multidisciplinary New aerodynamic technologies are on the horizon Integration with structures, propulsion, and systems, enabled by further computationalIntegration with structures, propulsion, and systems, enabled by further computational
advances Manufacturability and maintainability to introduce flow control methods
Aerodynamic technologies, together with tools, processes, and people, will be keys to future advances
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