Browse Topic: Canards

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An Aerodynamic Equation of State—Part I: Introduction and Aerospace Applications - QA Test Tatsiana01-17-01-00014/19/2023
Abstract In subsonic aircraft design, the aerodynamic performance of aircraft is compared meaningfully at a system level by evaluating their range and endurance, but cannot do so at an aerodynamic level when using lift and drag coefficients, CL and CD , as these often result in misleading results for different wing reference areas. This Part I of the article (i) illustrates these shortcomings, (ii) introduces a dimensionless number quantifying the induced drag of aircraft, and (iii) proposes an aerodynamic equation of state for lift, drag, and induced drag and applies it to evaluate the aerodynamics of the canard aircraft, the dual rotors of the hovering Ingenuity Mars helicopter, and the composite lifting system (wing plus cylinders in Magnus effect) of a YOV-10 Bronco. Part II of this article applies this aerodynamic equation of state to the flapping flight of hovering and forward-flying insects. Part III applies the aerodynamic equation of state to some well-trodden cases in fluid mechanics found in fluid-mechanics textbooks.
Burgers, Phillip
Numerical Analysis of Asymmetric Canard-Wing System in Detroit Flying Cars2019-01-13613/19/2019
A numerical simulation system of airflow around the Detroit Flying Cars-Wild Dream 1 (WD-1) is introduced. It involves the application of FVM, the mesh-independence system, boundary conditions and the verification of the simulation conditions to NACA airfoil data and the discussion of technological treatments corresponding to the evaluation of asymmetric wings. The present work is investigating the aerodynamic behavior of an asymmetric canard-wing system used on the Detroit Flying Cars-WD 1 model. The work involves the application of Finite Volume Method (FVM), the mesh-independence system, boundary conditions and the verification of simulation conditions to NACA airfoil data using OpenFOAM software. The Reynolds number based on free stream velocity and root chord is 5X106. Based on the Coefficient of Lift and Coefficient of Drag obtained from the analysis, the effect of canards on the wings, the distance between the canard trailing edge and the leading edge of the wings and the sensitivity of the staggered height between the canard-wing configuration on the left and right side of the fuselage is studied.
Kocherla, Isaac Shanth, Yu, ChenXing
Flight and Range Characteristics for a Subsonic Advanced Propeller-Driven Blended Wing Body Composite Air Frame Capable of Transporting a 150-Ton Military Cargo2016-01-20199/20/2016
An advanced composite Blended Wing Body (BWB) air frame previously used as a study aircraft to transport a 75-ton military cargo halfway around the world and back unrefueled has been modified and evaluated as a 150-ton heavy lifter. The modifications include enlarging the forward trim canard, reducing fuel load by 151,850 lbs, increasing the high-mach NASA-type counter-rotating propellers from 12 feet to 13 feet diameter, extending the propeller support pylons' height by 6 inches and modifying cruise flight and prop control strategies. Due to structural and propulsion system changes, the air frame Operational Empty Weight (OEW) was increased by 1,850 lbs. but the maximum Take Off Gross Weight (TOGW) was held to 800,000 lbs. Brief descriptions of the major propulsion system components are provided. In addition, a comparison of three different counter-rotating propeller systems is presented. The first is a Standard configuration. The second Modified (Mod.) configuration uses a proposed variable hub radius ratio device to keep the front prop wash (PW) matched to the aft prop tip while the third system employs a “Clipped” aft prop to reduce take-off noise. Eight 14,000 Shaft Horsepower (SHP) Advanced Variable Cycle Diesel (AVCD) aircraft engines individually driving 8 counter-rotating propellers are used as highly efficient prime movers. A complete flight profile is calculated and the larger trim control lift requirements are shown to have a significant effect on overall air frame drag levels. The flight profile is also selected and modified to preserve optimum Lift over Drag (L/D) values for the majority of the flight. FAA instrument flight rule fuel reserves along with an added 2-hour flight fuel reserve requirement are included in the range calculations. This results in a maximum 7946 Nautical mile (Nm) mission capability for this military heavy lifter cargo plane using the Mod. propeller installation.
Johnston, Richard P.
Pugh Analysis for Configuration Selection of a Hybrid Buoyant Aircraft2015-01-24469/15/2015
In comparison with traditional aircraft design, the configuration design phase of a hybrid buoyant aircraft is quite complex due to the augmentation of aerostatic and aerodynamic lift. The first step in assessing the optimal configuration for such aircraft is to approach the design in a number of different ways with different shapes of hull and diversed empennage arrangements. Concept selection methods like Pugh concept selection charts can assist to rank the population of different concepts of such aircraft. In the present work, an effort was done to explore the potential usage of Pugh's method in a comprehensive manner and to establish a basis for choosing a particular design concept. Driving factors of such design concepts were reviewed alongwith the selection of figure of merits, which were further evaluated by taking Megalifter as a reference with which all other configurations under consideration were compared. The initial set of concept generation was obtained on some initial requirements. Based on the design requirement analysis, a configuration containing lifting canard and twin tail attached with hybrid lifting hull was selected from the population of concepts. Exercise of selecting a design using the Pugh Matrix had provided an optimal configuration without doing any tedious quantitative calculations.
ul Haque, Anwar, Asrar, Waqar, Sulaeman, Erwin, Omar, Ashraf, Ali, Jaffar Syed Mohamed
Novel World War II Aircraft Design Features2015-01-25809/15/2015
During the 1930s and 1940s, aircraft designers worked on developing novel design features. Some of these features worked and are commonplace today. Other features fell by the wayside and have been forgotten. These novel design features include laminar flow wings, low-drag cooling systems, buried propulsion systems, canard configurations, jet engines, break-away wing tips, pressure cabins and swept wings. The development and applications of these features will be examined. Specific technical details of these applications will be included in this examination. For the design features that fell by the wayside, the reasons for this outcome will be discussed
Lednicer, David
Use of ILTV Control Laws for LaNCETS Flight ResearchTBMG-872511/1/2010
A report discusses the Lift and Nozzle Change Effects on Tail Shock (LaNCETS) test to investigate the effects of lift distribution and nozzle-area ratio changes on tail shock strength of an F-15 aircraft. Specific research objectives are to obtain in-flight shock strength for multiple combinations of nozzle-area ratio and lift distribution; compare results with pre-flight prediction tools; and update predictive tools with flight results. The objectives from a stability and control perspective are to ensure adequate aircraft stability for the changes in lift distribution and plume shape, and ensure manageable transient from engaging and disengaging the ILTV research control laws. In order to change the lift distribution and plume shape of the F-15 aircraft, a decade-old Inner Loop Thrust Vectoring (ILTV) research control law was used. Flight envelope expansion was performed for the test configuration and flight conditions prior to the probing test points.
Conformably Stowable CanardTBMG-295422/1/2001
An improved secondary wing system of the canard type has been invented to improve performance and increase efficiency of airplanes capable of flight at supersonic and high subsonic speeds. Canards, including small forward-mounted secondary wings, are used to increase the total wing surface areas of airplanes in order to improve their low-speed lift-to-drag ratios and trim characteristics. Although canards have been used on supersonic airplanes to increase low-speed performance, heretofore the designs of canards have not provided for optimal high-speed performance and aerodynamic efficiency.
Wind-Tunnel Measurements of Wing-Canard Interference and a Comparison with Various Theories8105752/1/1981
CANARD-CONFIGURED AIRCRAFT DESIGNS have played a historic role in aeronautical research. However, only in the past decade or two has a canard been incorporated into a significant number of aircraft designs. Powered flight began with the Wright Flyer, which was a canard-configured aircraft. Unfortunately, however, that aircraft was longitudinally unstable and the misconception arose that all canard aircraft would be unstable in pitch, irrespective of the placement of the center of gravity. In the early years of aircraft development, the canard concept was dropped in favor of conventional tailaft designs. It was not until the 1960s that canards were again seriously considered for several high-speed, designs. For example, in the United States’ supersonic transport program, a canard was initially considered; because of several problems with aerodynamic interference, however, the idea was abandoned. For example, the canard wake passed around the vertical stabilizer and resulted in erratic directional behavior. Canard tip vortices
Feistel, T. W., Corsiglia, V. R., Levin, D. B.
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