Programme Discussions Wissenschaftstag Braunschweig 2015 Laminarität für zukünftige Verkehrsflugzeuge

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1 Programme Discussions Wissenschaftstag Braunschweig 2015 Kevin Nicholls, EIVW Prepared by Heinz Hansen TOP-LDA Leader, ETEA Presented by Bernhard Schlipf, ESCRWG Laminarität für zukünftige Verkehrsflugzeuge NLF Slat on A320 Überblick, Anforderungen und Status Quick Technology Evaluation (Performance Ergebnisse des only) AirbusTechnologieprogramms Low Drag Aircraft (TOP-LDA)

2 Content 1 TOP LDA Introduction & Overview 2 Requirements and selected Approach 3 Structure Concepts Status 4 Manufacturing and Flight Test Demonstration 5 Summary & Outlook Page 2

3 Content 1 TOP LDA Introduction & Overview 2 Requirements and selected Approach 3 Structure Concepts Status 4 Manufacturing and Flight Test Demonstration 5 Summary & Outlook Page 3

4 Jet Fuel Price as Driver for Performance Improvement 5 $ 4 $ Jet fuel price Source: US Energy Information Administration, 9 November Sep $ / gal 15 Sep 2008 Lehman Brothers 3 $ first major Airbus laminar R&T activities 2 $ First gulf war Second gulf war 11 Sep $ restart of Airbus average laminar R&T activities 0 $ 59 ct / gal Jan. 90 Jan. 94 Jan. 98 Jan. 02 Jan. 06 Jan. 10 Jan. 14 Drag reduction (by laminar flow) and efficient engines are key elements for reduction of fuel consumption Page 4

5 What is laminar flow? Schematic Representation of Boundary Layer Skin friction coefficient laminar turbulent V = 0 Aircraft surface Laminar flow can reduce friction drag significantly Friction drag contributes to total a/c drag with 50% Biggest contributor to friction drag is wing and fuselage Laminarisation of fuselage is very challenging A laminar wing upper side has a bigger effect than lower side ( 65%) For a typical wing application a reduction of total drag in the order of up to 8% is possible by laminar flow on upper side Page 5

6 What are major influence factors for laminar flow? Natural laminar flow (NLF): laminar boundary layer by wing airfoil shape only Hybrid laminar flow (HLF): active control (suction, cooling) of boundary layer & airfoil shaping Laminar flow influenced mainly by: Wing pressure gradient (= airfoil shape) Reynolds number (= size, speed, altitude) Leading edge sweep (= Ma number) Smoothness of wing surface (waviness, steps, gaps, roughness) Three dimensional disturbances (fasteners, insects, scratches,...) Aero Structure Page 6

7 Characteristics of laminar Airfoils Cp turbulent laminar turbulent thick & round leading edge narrow & sharp leading edge front spar moved back max thickness far aft increased rear spar height x/c laminar accelerated flow needed to get large extent of laminar flow this has a negative effect on shock strength (especially at high Ma) wing box of laminar wing similar to turbulent but more volume aft leading edge: sharp, less space front spar more aft Page 7

8 How Hybrid Laminar Flow works Hybrid Laminar Flow Control (HLFC) required at high sweep of leading edge (LE) and high Reynolds number Can be reached by: Optimized aerodynamic shape of the airfoil and Small suction at the leading edge for stabilization of boundary layer Tight control of the manufactured shapes to remove perturbations at the skin, and A320 VTP Flight Test with suction 1998 SUCTION SHAPING Page 8

9 Content 1 TOP LDA Introduction & Overview 2 Requirements and selected Approach 3 Structure Concepts Status 4 Manufacturing and Flight Test Demonstration 5 Summary & Outlook Page 9

10 What is different in comparison to the past? ATTAS NLF Glove 1987 F100 NLF Glove 1992 A340 HLFC Glove A320 HLFC Fin 20% 30% 40% 50% Past: Aerodynamic basic research with glove technology and hand finishing of surface Today: Realistic structure concept fulfilling aerodynamic requirements and manufacturing at acceptable cost; demonstration of concepts on ground and in FT Robust aero design Specific wind tunnel test Saab Manufacturing trials DLR Large NLF wing LE ground demonstrator Joint concepts NLF wing BLADE Flight Test Page 10

11 Surface Requirements: Experimental approach Adjustable leading edge step 2D Step testing TSP coating 2D Waviness in LE + Step Realistic Structure Simulation Xtr movement Limit? Surface imperfection increase 3D Waviness + Multiple Waves Page 11

12 CFD Validation for Surface Requirements Experiment in KRG Ma=.75 Cl=design Re=13Mio 3D CFD Result Z enlarged temperature distribution 3D Navier-Stokes including WTT wall effects Page 12

13 Surface quality measurements Wing box example Flap box example inboard outboard flaps measurements before & after assembly Stringer Position Manufacturing Waviness is strongly dependent on build concept (stringer spring in, etc.) MBF (Composite Structure) Page 13

14 Content 1 TOP LDA Introduction & Overview 2 Requirements and selected Approach 3 Structure Concepts Status 4 Manufacturing and Flight Test Demonstration 5 Summary & Outlook Page 14

15 TOP-LDA Vortrag Wissenschaftstag Braunschweig 7. Oktober 2015 NLF Wing Structure Overview Box Minimal change to turbulent box configuration Lower Skin, Rear Spar and lower flange of Front Spar construction unchanged Upper Skin certification challenges for no fastener joints and integral front spar cap Leading Edge Change to LE design key to meeting NLF requirements Joint to box critical, challenging build requirements and life management Slats replaced by Krüger-Flaps which provide both high lift and bug protection Electric WIPS introduced Page 15

16 Krüger High-lift and Shielding Concept and Testing Krueger shielding Definition of acceptable values for Krueger setting Constraints for structure and kinematics concept Coating Studies Kinematics Validation 125 Krueger Numerical & Experimental Validation Page 16

17 NLF Leading Edge Skin sub assembly Deployed Krüger Thermoplastic sheet Stowed Krüger electrical WIPS Substructure Erosion shield Leading edge with high lift installation Page 17

18 Examples of Joint and Fastener Head Options AGI filler cover The joint area and the filler application is a very critical zone for a laminar wing structure concept DLR floating joint Several partners are working on that topic and flight demonstration in BLADE is planned as well Page 18

19 Content 1 TOP LDA Introduction & Overview 2 Requirements and selected Approach 3 Structure Concepts Status 4 Manufacturing and Flight Test Demonstration 5 Summary & Outlook Page 19

20 Ground Based Demonstrators in context of TOP-LDA Airbus metal LE concept GKN CFRP LE concept DLR CFRP LE concept machined joint metal LE self supported floating joint BLADE demonstrators Ground Based Demonstrator in SFWA Krueger Test rigs GKN Saab & machined metal LE 4.5m span NLF leading Edge Check several approaches and select the best mix out of the different demonstrators Page 20

21 Upper Cover DLR NLF Manufacturing Demo LaWiPro wing cover tooling Surface quality analysis Major Objectives: Development of new CFRP wing cover structure concept and manufacturing demonstration for laminar wing application Stade Page 21

22 GKN Ground based NLF LE Demonstrator Ground based NLF leading edge demonstrator including Krueger and WIPS integration 4.5m length Major Objectives: Demonstration of full LE integration of all NLF leading edge components and manufacturing and assembly quality of large leading edge parts Page 22

23 BLADE A340 MSN1 Flight Demonstration Major Objectives: Design and manufacturing of NLF outer wing Flight testing of NLF wing with two different structure concepts Demonstration and validation of aero design and CFD tools Validation that selected structure concepts are feasible and deliver expected surface quality Testing of artificial disturbances and operation simulation Testing of Kruegershielding joint A Representation of laminar wing on A340 flying test bed GKN Leading edge with joint to box Saab Continuous surface Page 23

24 Content 1 TOP LDA Introduction & Overview 2 Requirements and selected Approach 3 Structure Concepts Status 4 Manufacturing and Flight Test Demonstration 5 Summary & Outlook Page 24

25 Summary and Outlook Surface quality is a major challenge for laminar flow application and detailed knowledge about surface requirements is needed to find best compromise between structure solution and aero performance Specific wind tunnel test have been designed to get such precise requirements CFD capabilities further improved and validated to predict such effects Small, medium size and full wing demonstrators and validation experiments including large scale flight test with A340MSN1 will be used to get confidence in what is possible There are several activities with different partners running to find the best structure and manufacturing concept for the leading edge and upper cover of a laminar wing Operability of such laminar wings and surface quality degradation effects will be an additional important topic in the future Page 25

26 What will come next? Manufacturing of BLADE large FT demonstrator Flight test with NLF outboard wings on A340 BLADE demonstrator end of 2017 SAAB AERNNOVA GKN HLFC system Final assembly Flight test with simplified HLFC on the VTP of the A320 DLR ATRA aircraft in 2017 Wing LE HLFC Ground Demonstrator Page 26

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