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III.
DESIGN CONSIDERATIONS
(1)
than a circular one [6]. The length was also increased from
85 to 103 feet. Elliptical fuselage also is spacious for the
passengers. Nose droop is used for ground operations and
while in flight the fuselage camber line is aligned with cruise
free stream vector for less drag [6] and [11].
3000 lbs
FUEL WEIGHT
30276 lbs
EMPTY WEIGHT
47994 lbs
81270
B. Wing design
A low aspect ratio double delta wing with an arrow planform
is designed with leading edge sweep (LE) of 68 degrees to
reduce drag due to formation of Mach cone at supersonic speeds.
At 60% of the planform, second panel of the wing has an edge
63 degree sweep. This wing gives best tradeoff between
subsonic and supersonic speeds [4]. An aspect ratio of 2.3 is
chosen with span of 43.45 ft.
Based upon distance of the minimum pressure area and range
of lift coefficient, NACA 64A204 airfoil is chosen for the wing.
The airfoil was also analyzed in a virtual subsonic wind tunnel,
with the help of DesignFoil, to confirm its parameters. Wingtip
devices increase the lift generated at the wingtip and reduce the
lift-induced drag caused by wingtip vortices, improving lift-todrag ratio. This increases fuel efficiency in powered aircraft
which in turn increases range. So a cut off forward swept wing
tip is selected for this supersonic wing [1]. Low wing
configuration with a dihedral of 4 degree is chosen [1].
Fig. 3. Fuselage
103 ft
Fuselage diameter.
6.7 ft
Wing span.
43 ft
820 ft2
225 ft2
55 ft2
Nacelle length
12.8 ft
Nacelle diameter
3.41 ft
AERODYNAMICS
A. Drag
Generally the most important parameter in supersonic
regime is drag. Drag arises mainly due to configuration and
propulsion. Estimation and minimization of wave drag is of
significance here.
Supersonic drag is calculated as:
CDO= Cf (Re, M) (Swet/SRef) + CDmisc+ CDL& P+ CDwave
(2)
Fig. 5. Drag polar curve.
(3)
EWD is the empirical wave drag efficiency taken here as 1.8 and
CDSears-Haack refers to the drag on the idealized body after
applying Sears-Haacks volume distribution methodology.
Final drag, after adding CDwave from (3) and (4), is calculated
and plotted against Mach number in Fig. 4.
Fig. 6. CL at different Mach No.
V. PROPULSION
The propulsion system must work efficiently in all mission
segments. Supersonic travel highly depends on propulsion
system due to high performance requirements both in subsonic
and supersonic flight regimes.
For the changing flight regimes in a single mission, a
variable cycle engine is required. A high bypass engine is
desired for ground and subsonic operations while a low bypass
engine is desired for high speed travel.
Length
12.8 ft
8.1% reduction.
Diameter
3.4 ft
10.1% reduction.
Weight
9807 lbs
18.5% reduction.
The bypass ratio and mass flow rate are same as that of the
original engine. The reference engines thrust data
corresponding to Mach number and altitude is corrected
according to the scaled down engine. An inlet pressure recovery
of 0.94 is considered [1] and [2]. Knowing the bleed correction
factor, bleed and inlet mass flow rate, a 10% thrust loss is
calculated.
[5]
[6]
OPTIMIZATION
[8]
[7]
[9]
(5)
[10]
[11]
[12]
[13]