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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 Airbus
4The high-lift wing design process
4CFD
4Windtunnel testing
Examples from High-lift Wing Design Tasks
4Integrated High-Speed / Low-Speed Design
4Aero optimisation & Systems constraints
4Multidisciplinary optimisation
4Configuration issues
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Zur Person
Was ich aus dem DLR mitgenommen habe:
Einstieg in die Luftfahrtbranche
Erfahrungen 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 auerhalb des DLR:
Selbstndige Ttigkeit (eigenes Ingenieurbro) im Unterauftrag von
Airbus Bremen im Tragflgelentwurf
Airbus Bremen - Entwurfsingenieur im aerodynamischen Entwurf in
der Abteilung High-Lift devices
1997-98
2000-03
Airbus Bremen Engineering / Flight-Physics
Aerodynamic Design & Data Domain (EGA)
Leitung der transnationalen Abteilung High-lift devices (Bremen &
Filton)
Leitung des Segments Configuration design (Bremen)
Meine jetzige Ttigkeit:
Seit 2003
Seit 2005
Daniel Reckzeh
34 Jahre
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Zur Person
Welche Ttigkeitsbereiche 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 Physics
Resources 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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Organisation
Aero 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 Devices
Aero 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 CFD
3D CFD
2D-Setting
3D-Setting
Geo-Analysis
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Parametric Shape Design & Analysis Tools
Examples from Droop Nose Device Design
Shape design incl kinematic
constraints
Target kinematics
Aerodynamic analysis
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CFD-based High-Lift Wing Design
Quasi-3D
3D-Panel
2D-Navier-Stokes
2D-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 X08H
l 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.
4CFD delivers fast pretty pictures but with partly questionable results
4Windtunnel testing is extremely expensive and requires too muchtime
Way out ?
4Despite 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 Windtunnel testing
4The 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 and
intregration 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 rotation
axis
Link
122
26
Droop Nose Device
lower drag
reduced maximumlift
Slat
higher maximum lift
increased 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
O
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%
0
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0,6
0,9
1,2
1,5
1,8
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%
0,00
0,30
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0,90
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1,50
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2,10
0 5 10 15 20 25 30 35 40 45 50 55 60
Flap angle
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0,00
2,00
4,00
6,00
8,00
10,00
12,00
14,00
Target Gap 27-87 FVF (track)
Target Gap 27-87 FVF (dropped hinge)
Target OL 27-87 FVF (track)
Target OL 27-87 FVF (droppedhinge)
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
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0,4
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1
1,2
1,4
-1 -0,5 0 0, 5 1 1, 5 2 2, 5 3 3,5 4 4, 5 5 5 , 5 6
Ov 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%
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Track-System Linkage-System Pivot-System
Systems dependancies
Aero dependancies

Performance dependancies
Takeoff Performance
MEGALINER
Runway length [1000 m]
G
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W
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h
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0
0
0
k
g
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Megaliner Reference
Megaliner Reference - delta CD =0,0025
Overlap
G
a
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Coupled Sensitivities
Overlap
G
a
p
Coupled Sensitivities
0
0,2
0,4
0,6
0,8
1
1,2
1,4
- 1 -0,5 0 0,5 1 1,5 2 2, 5 3 3,5 4 4,5 5 5,5 6
Ov e r l a p O/ L [ % o f c h o r d ]
Pivot-Kinematics Linkage-Kinematics Track-Kinematics
Startposition des
Flaps fr die Optimierung
Referenzposition des
Flaps
Optimierte Flap-Position
Starting point
Optimum Reference
Overlap
G
a
p
Result of coupled
optimisation
0
0,2
0,4
0,6
0,8
1
1,2
1,4
- 1 -0,5 0 0,5 1 1,5 2 2, 5 3 3,5 4 4,5 5 5,5 6
Ov e r l a p O/ L [ % o f c h o r d ]
Pivot-Kinematics Linkage-Kinematics Track-Kinematics
Startposition des
Flaps fr die Optimierung
Referenzposition des
Flaps
Optimierte Flap-Position
Starting point
Optimum Reference
Overlap
G
a
p
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 closeto ground
rotation limit
0
C
L
C
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0
rotation
"
rot
engine closeto wing
engineexhaustjet blowingon flaps
challenge:
sufficient lift at =8...10
but maximumlift canbesomewhat
compromised(without negative
effect on T/ O performance)
challenges:
predictionof aerodynamic nterference
vibrations byturbulent 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 testing
and 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 fr die Aufmerksamkeit !
Fragen ?
Jetzt, gleich, oder: Daniel.Reckzeh@airbus.com
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