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STAACK, MUNJULURY, MELIN, ABDALLA, KRUS
(number of parameters) , productivity (number subset of the available data into account. This
of concepts) and costs (usage of infrastructure), can fool the developer who e.g. already created a
this basic ROM approach supports a very good complex geometry and assumes that the analysis
fidelity compared to the less project specific in- is performed on the geometry that is rendered in
put data. the GUI or the CAD environment.
However, adding stepless information to the
project is a delicate problem, because of the na- 2.3 The Conceptual Design Framework
ture of the basic sizing functions with its un-
known blurred parameters inside. This problem The conceptual design framework at Linköping
is well known from systems engineering and sim- University, presented in [7] is a combination of
ulation during the transition from empirical for- a flexible, object-oriented interpreter language
mulas towards component based higher fidelity part (called TANGO) and a matching full 3D
calculations. CAD part (called RAPID). This combination of-
This "fidelity gap" is especially present on fers great (user) flexibility and ensures data con-
aerodynamics: The basic aerodynamic concept sistency. Tight integrated are the in-house tools
is sufficiently captured by low/medium fidelity Tornado [8] and Hopsan for LF and MF/HF anal-
(LF/MF) aerodynamic analysis methods. High ysis. Other descriptive design formats (CPACS,
fidelity analysis, taking into account interference openVSP, etc.) can be directly supported by the
effects, transition points, eventually existent flow close integration of the parametric data in XML
separation, trans- and supersonic regions or aero- format.
structure effects require a sufficient modeled ge-
ometry which to develop is actually the task dur- 2.3.1 Framework Architecture and Data Han-
ing the consecutive work within the preliminary dling
and detail design phase. These analysis methods
are usually finite elements methods directly re- The focus of the framework (development) is on
lated to the 3D-geometry (so no additionally data data handling capability, component libraries and
is assumed during analysis). [5] made a classifi- analysis capability in order to serve for two main
cation approach of the different tools and meth- features:
ods based on the work of [6], shown in Fig. 1.
• transition less data growth
• simplicity and robust design space [7]
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CONCEPTUAL DESIGN MODEL MANAGEMENT
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STAACK, MUNJULURY, MELIN, ABDALLA, KRUS
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CONCEPTUAL DESIGN MODEL MANAGEMENT
Fig. 7 : Convergence history for the main wing 3.3 Supersonic Drag Estimation
of the F-16 model. The lattice is linearly dis-
tributed as no convergence benefit was found Within RAPID area distribution is estimated us-
using higher order distributions ing the geometry available for analysis. The
two methods that are available are Mach Cone
The produced trimmed polar, shown in Fig. method and Plane Average method. The Plane
8, showed a slight difference with flight test data Average method according to[14] is explained
at higher lift coefficients (CL>0.6) [10]. in this section below. For more information on
The incidence of the main wing is found by Mach Cone method in RAPID refer [15].
rotating the wing until the target lift coefficient, In the F-16 case, areas are divided into two
in this case the cruise lift coefficient of 0.5, was sections: One from nose apex until the inlet posi-
found. This was done while the body angle of tion and one from the inlet position to the end of
attack was kept zero in order to keep the induced the aircraft. With the intake position and length
drag stemming from the low aspect ratio lifting defined, the number of cross-sections and num-
fuselage low. ber of planes in each cross-section can be de-
The twist of the main wing was found by op- fined by the user. The intersecting planes are then
timizing the twist distribution to give the best crated with respect to the flight Mach number.
glideslope at target lift coefficient. The opti- For each plane, intersection area is calculated and
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STAACK, MUNJULURY, MELIN, ABDALLA, KRUS
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CONCEPTUAL DESIGN MODEL MANAGEMENT
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STAACK, MUNJULURY, MELIN, ABDALLA, KRUS
7 Conclusion
References
8
CONCEPTUAL DESIGN MODEL MANAGEMENT
ternational Council of the Aeronautical Science, sign, Proc. 4th CEAS Conference, n 187, pp 709-
Brisbane, Australia, 2012 718, Linköping, Sweden, 2013
[8] Melin T. TORNADO a Vortex-Lattice Matlab
implementation for linear aerodynamic wing ap- 8 Contact Author Email Address
plications, Master Thesis, Department of Aero-
nautics, Royal Institute of Technology (KTH), ingo.staack@liu.se
Stockholm, Sweden, 2000
[9] Fox M, Forrest D. Supersonic Aerodynamic Copyright Statement
Characteristics of an Advanced F-16 Derivative
Aircraft Configuration, Technical Paper, NASA The authors confirm that they, and/or their company or or-
TP-3355, Hampton, Virginia, USA, 1993 ganization, hold copyright on all of the original material
[10] Webb T,Kent D, Webb J. Correlation of F-16 included in this paper. The authors also confirm that they
aerodynamics and performance predictions with have obtained permission, from the copyright holder of any
early flight test results. Proc. Agard Conference, third party material included in this paper, to publish it as
n 242, Paris, France, Oct 11-13, 1977 part of their paper. The authors confirm that they give per-
[11] F-16, 3-side dawing: mission, or have obtained permission from the copyright
URL:http://de.wikipedia.org/wiki holder of this paper, for the publication and distribution of
/General_Dynamics_F-16#mediaviewer/_Datei: this paper as part of the ICAS 2014 proceedings or as indi-
GENERAL_DYNAMICS_F-16_FIGHTING vidual off-prints from the proceedings.
_FALCON.png (accessed on 2014.07.07)
[12] Berry P, Jouannet C, Krus P. Recycling old
weight assessment methods and giving them
new life in aircraft conceptual design, Proc. 28th
Congress of the International Council of the
Aeronautical Science, Brisbane, Australia, 2012
[13] Nguyen L, et al. Simulator Study of Stall/Post-
Stall Characteristics of a Fighter Airplane With
Relaxed Longitudinal Static Stability, NASA
Technical Paper, NASA TP-1538, Hampton,
USA, December 1979
[14] Whitcomb R. A study of the zero-lift drag-rise
characteristics of wing-body combinations near
the speed of sound, Technical Report, National
Advisory Committee for Aeronautics, NACA-
TR-1273, 1956
[15] Munjulury R C, et al. Knowledge-based De-
sign for Future Combat Aircraft Concepts. Proc.
29th Congress of the International Council of
the Aeronautical Science, St. Petersburg, Russia,
2014
[16] Herrmann S. Untersuchung des Einflusses
der Motorenzahl auf die Wirtschaftlichkeit
eines Verkehrsflugzeuges unter Berücksichti-
gung eines optimalen Bypassverhältnisses, Mas-
ter thesis, Technical University, Institute for
Aerospace Sciences, Department of Aircraft and
Lightweight, Berlin, Germany, 2010
[17] Staack I, Krus P. Integration of On-Board Power
Systems Simulation in Conceptual Aircraft De-