F-35 Joint Strike Fighter.

Transcription

1 F-35 Joint Strike Fighter 1

2 F-35 Geometry F35-A/B F35-C Surface 1 Surface 1 x, y x y Surface 2 Surface 2 x y x y Scale: 1 block = 2.45 ft Acquired geometry data from plan-form pictures. Plan-form was traced onto grid-line paper Geometric points were determined by measuring the number of blocks from the nose (for x) and centerline (for y) Other geometric properties such as wing plan form area, mac, mean geometric chord, aspect ratio, and taper ratio were all found the same way The semi-span and semi-span of the traced model were then compared to get the scale Points and properties were adjusted using this scale and then used in VLMpc to get Cl_alpha, Cm_alpha, and the neutral point 2

3 Geometry Differences F35-A/B F35-C Length (ft) b (ft) S (ft²) c_bar (ft) mac (ft) ? AR Np (ft) Cg (ft) Kn The geometry was plotted using Matlab Shown is the CG, and neutral points for the respective versions The CG was found using the assumption that the landing gear fall within of the cg. (we used 15 ) 3

4 Airfoil Selection No data on F35 Airfoil Selected Airfoil to match F35 desired performance Looked at F-15 Airfoil NACA 64A23 Supersonic example Could not find geometry Selected NACA 64A21 Ref. 8 There is no data for the F35 airfoil We assumed that using an airfoil from another supersonic fighter would be close to what the F35 uses The F-15 was selected, however the geometry for the F-15 airfoil was not available, so we used a similar configuration the NACA 64A21 4

5 VLMPC Goals: To calculate the C Lα and C Mα To calculate the span loads of both variants To extract the drag polars for both variants VLMPC was used in the analysis to extract lift curve slope, moment slope, and span load of both variants of the F-35. VLMPC was also used to produce a drag polar for the two variations. 5

6 VLMPC Input: x35ab x35c Key values: C L =.1 to 1 Mach number =.4 (low speed) The first task for this program was to determine the lift curve slope and the moment curve slope. The geometry from previous discussions was used to model the aircraft, the entire airplane was modeled. The speed for this part of the calculations was a Mach number of.4, to simulate low speed flight. 6

7 Coefficient Output: X 35 A/B C Lα α per rad per deg C L (twist) at C L = y cp C M /C L C M X 35 C C Lα α per rad per deg C L (twist) at C L = y cp C M /C L C M C Mα =.3766 /rad or.6468 /deg for the X 35 A/B C Mα = /rad or.7116 /deg for the X 35 C Static margin = for X 35 A/B Static margin = for X 35 C C Mα = (dc M /dc L ) * (dc L /dα) [VLMPC manual] Static margin = -C M /C L [VLMPC manual] Static margin = (h np h cg ) / c mac Using a CG at 9.16 m from the tip and the static margin we get: np = 8.69 m from tip for X 35 A/B np = 8.58 m from tip for X 35 C Conclusions: According to VLMPC, both variants are unstable. This is to be expected from a fighter plane. Both variants are unstable, as we can see by the negative static margin. 7

8 Span Load Output (excluding tail load): X 35 A/B X 35 C 2y/b (c l c) / (C L c avg ) 2y/b (c l c) / (C L c avg ) This is the table output of the two variants. Showing an increasing load distribution along the half span. Elliptic in shape. 8

9 X 35 A/B Span load Span Load Load y/b 9

10 X 35 C Span load Span Load Load y/b 1

11 Drag Polars X 35 A/B C L and Drag X 35 C C L and Drag C L C dtotal C di C L C dtotal C di These drag polars indicate an expected change of Cd with Cl. 11

12 X 35 A/B Drag Polar Cl Cd These were graphed using the total drag coefficient against the lift coefficient rather than just the induced drag. 12

13 X 35 C Drag Polar Cl Cd 13

14 Friction input / output INPUT Wetted area Planar surface Body of revolution Mach number Altitude OUTPUT Cd total Cd component The friction code uses the aircraft wetted area along with the mach number and the altitude to determine the value of Cdo for the aircraft. The wetted areas can be enter as either a planar surface or as a body of revolution. The friction code outputs the total drag coefficient for the aircraft as well as the drag coefficient produced by each of the components. 14

15 Components Nose Cone Fuselage Cylinder Nacelles Rectangular prism Wings Trapezoidal plate Horizontal Tail Trapezoidal plate Vertical Tail Trapezoidal plate To determine the surface area of the F-35 models, the aircraft was broken down into six components; the nose, fuselage, nacelles, horizontal tail, vertical tail, and the wings. The friction code allow for objects to be modeled as either a planar surface or a body of revolution. In this case, the fuselage and the nose were modeled as bodies of revolution and the other components were done as planar surfaces. 15

16 F-35 ab component breakdown Body of revolution in red Planar surface in blue The divisions used for the various components can be seen in following Matlab plots. In each of these plots the blue sections represent the planar surfaces while the red lines represent the bodies of revolution. 16

17 F-35 c component breakdown Body of revolution in red Planar surface in blue The divisions used for the various components can be seen in following Matlab plots. In each of these plots the blue sections represent the planar surfaces while the red lines represent the bodies of revolution. As seen by the plot, the F-35 c model has larger wings and a larger horizontal tail. 17

18 Calculated wetted area Component F-35 a-b (Ft 2 ) F-35 c (Ft 2 ) Nose Fuselage Wings Horizontal Tail Vertical Tail Nacelles Once the aircraft had been broken down into its six components measurements were taken to determine the geometry of the aircraft. Once the geometry of the aircraft was known, calculations were performed to determine the wetted area of each section of the aircraft. To estimate the wetted area of the nose, the nose was modeled as a cone to determine its surface area. The fuselage was modeled as a cylinder minus the area of sides covered up by the attached nacelles. The fuselage wetted area calculation also included the area of back end of the cylinder where the engine exhaust is. The wings, horizontal tails, and vertical tails were all modeled as trapezoids along with a frontal thickness. The nacelles were modeled as rectangular prisms without the sides that were against the fuselage. The estimated wetted surfaces areas for each of the six components for both models of the F-35 can be seen in the following table. 18

19 Friction output Cd Mach number F-35 a-b F-35 c F-35 ab in blue, F-35c in red These are the results from the friction code for both configurations of the F-35. These calculations were performed at and altitude of 2, ft with a mach number varying from.2 to 2.. The results are plotted with the ab model in blue, and the c model in red. From the friction output it can be noted that the friction drag decreases with an increasing velocity. An interesting note to this is that the c model had a larger surface area than the ab model, but had a lower friction drag. 19

20 L/D max Calculation K = 1 / (pare) (L/D) max = 1/[2v(Cd K)] AR E Cd K L/D max F-35 a-b F-35 c The L/D max calculations were done based on the shown equations. The driving factors for the L/D max calculation were aspect ratio, the span efficiency, and the value of Cdo. The results can be seen in the table and show the ab model to have a L/D max of and the c model with a L/D max of The increase in L/D max for the c model can mostly be attributed to its larger wingspan. 2

21 Cruise altitude estimation Use C Lmd for cruise F-35 a-b F-35 c C Lmd = v(cd /K) L = CL md *1/2*?*V 2 *s W emptey 23, lbs 24, lbs Assumed: W total 43, lbs 44,lbs Mach.85 1, lbs fuel 1, lbs payload K Cd ?.13 slug/ft 3.92 slug/ft 3 altitude 19, ft 29, ft The cruise altitude estimations were done using minimum drag calculations for the lift coefficient. For these calculations a cruise velocity of mach.85 was assumed, along with a two thirds loading, which lead to about 1, lbs of fuel and 1, lbs payload. Performing an iterative calculation setting the lift equal to the weight, minimum density could be determined. This density was then used to determine the cruise altitude for min drag. It was determined the the a model would cruise at 19, ft and the c model would cruise at 29, ft. 21

22 LamDes Goals: To determine the trimmed drag of the F-35 variants To determine the load split between wing and tail To determine the optimum CG location Then to determine the optimum wing twist for minimum drag One problem found with the LamDes program is the sensitivity of the program to the proximity of the two lifting surfaces. To achieve meaningful results from the program, it was necessary to vertically offset the tail of the aircraft by a distance of.5 m below the main wing. At vertical offsets of less than.5 m, the program predicted unreasonable values of twist and Cd. Twist values of ± 75º and Cd values of 2 or 3 were recorded for offsets less than.5 m. For vertical separations greater than.5 m, the change in results was small. 22

23 Input Geometry for LamDes Y, m Y, m LamDes Grid Input for F 35 A/B X, m LamDes Input Grid for F 35 C Model X, m Input Variables: M # =.9 h = 3, ft W gross = 5, lb [Ref. 2] body moment constraint.6 convergence criteria.3 under relaxation factor Drag polar from VLMPC C D from Friction CG at 9.16 m from nose These values resulted in cruise C L s of.31 for the A/B variant and.24 for the C variant These figures show the geometry inputs for the LamDes program. As shown in the figures, only the lifting surfaces were modeled in LamDes, not the fuselage or aircraft nose. The above geometry was entered into the LamDes input file for each variant. The reference areas and mean aerodynamic chords used were the same as described for the VLMpc input. The aircraft were analyzed at a cruise Mach of.9 at an assumed altitude of 3, ft. Given an estimated gross weight for both craft of 5, lbs#.2, this resulted in a cruise Cl of.31 for the A and B variants, and.24 for the C version. For both craft, the estimated CG location of 9.16 m behind the aircraft nose was originally set as the moment reference point. From this datum, the CG location was adjusted forward and backward to determine the location for minimum trimmed drag. 23

24 Cl Tail CL Wing e CL Cd trim CG location X 45 A/B Results

25 Trimmed Cd F 35 A/B Trimmed Cd vs CG Location CG Location from Nose, m The minimum drag occurs with the CG between 1 m and 1.5 m from the nose LamDes predicts a 28.4% instability, but LamDes take only the wing and tail into consideration, while VLMPC uses the entire airframe which also contributes to the lift Because of this LamDes calculated a neutral point that is further aft than the one predicted by VLMPC This figure clearly shows a minimum in trimmed drag for the A/B models occurs for a CG location of 1 or 1.5 m from the nose of the aircraft. Since the curve flattens off between 1 and 1.5 m, the team chose 1 m to be the desired location of the Cg due to the reduction in percent instability resulting from the.5 m forward movement of the CG. This position of CG only differs by.84 m from the position of 9.16 m estimated from the landing gear positioning. From the VLMpc analysis presented earlier, we know that the neutral point of the A/B models occurs at approximately 8.69 m from the nose. This results in a 28.4 % instability based on the LamDes analysis. However, it should be noted that the LamDes analysis considers only the lifting surfaces of the aircraft, while the VLMpc analysis considered the entire airframe. Consequently, the LamDes program ignores the lift produced by the fuselage of the airplane and estimates the neutral point of the aircraft to be further aft than the VLMpc method. 25

26 F 35 A/B Load Split vs CG Lift Coefficient, Cl CG Location from Nose, m Cl Wing Cl Tail At the most forward position the lift on the wing is positive and the lift on the tail is negative as expect As the CG is moved back and lift on the wing decreases and the lift on the tail increases and eventually becomes positive, and makes the airplane unstable This figure shows the lift distribution on both the wing and tail for the F 35 A/B over a range of CG locations. As shown in the picture, when the CG is placed at a forward position (smaller number) the Cl on the wing becomes higher, while the Cl on the tail becomes small or negative to maintain moment balance. As the CG is moved backward and the airplane becomes unstable, the tail creates positive lift. By creating positive lift on the tail, the airplane reduces its induced drag. However, as shown in the chart and figure from above, there is a limit to how much drag can be reduced. 26

27 Wing Twist, deg F 35 A/B Optimum Wing Twist for CG at 1 m Span Location, eta This twist analysis is for the minimum drag CG location of 1 m from the nose The twist decreases across the span, having washout at the tip This figure shows the wing twist for the F 35 A/b, which LamDes solved for. This twist analysis is for the minimum drag CG location of 1 m from the nose. As shown, the twist decreases across the span, having washout at the tip. 27

28 X 35 C Results CG Location Cd trim CL E CL Wing CL Tail The data in this table is represented in above figures. The next figure shows that the C model of the F-35 experiences a minimum in trimmed drag for a CG location of 1 m behind the aircraft nose. The C model experiences a minimum drag coefficient of.17, while the table for the A/B shows that the A/B model experiences a minimum drag coefficient of.28. However, these coefficients are referenced to different areas. 28

29 F 35 C Trimmed Drag vs Cg Location Trimmed Cd Cg Location from Nose, m The minimum drag again occurs with the CG at 1 m This location represents a 25% unstable aircraft, but the same problem occurs here as in the other variant, in that LamDes did not take into account the fuselage As with the A/B model, a CG location of 1 m represents a difference of.84 m from the predicted value of 9.16 m. From the VLMpc estimation of the neutral point of the C version at 8.58 m behind the nose, the 1 m CG location would result in a 25% unstable aircraft. However, the discussion about differences in VLMpc and LamDes is again applicable to the C model aircraft. So, the actual airplane is most likely not as unstable as these results indicate. 29

30 F 35 C Lift Split as a Function of CG Lift Coefficient, Cl CG Location from Nose, m Wing Cl Tail Cl Again we can see that the lift is a linear function of the CG location This figure shows the distribution of lift between the wing and tail for the C model as a function of the CG location. As expected, the lift on either surface is a linear function of the CG location. 3

31 F 35 C Twist Distribution for CG at 1 m Wing Twist, deg Wing Station, eta This variant has the same general twist distribution, although due to a lower required C L the twist distribution is less Assuming a design CG location of 1 m, LamDes was used to solve for the optimum wing twist. The twist distribution is shown in this figure. As with the A/B model, the wing has a significant amount of washout in it. However, due to the lower Cl values needed for the Navy craft assuming both variants to have a gross weight of 5, lbs, the C version requires less twist than the A/B, although the overall shape of the distribution is the same. 31

32 Transonic Airfoil Performance TSFOIL INPUT Free Stream Mach number Angle of Attack (AOA) Airfoil Geometry Test cases 2 angles of attack 2 free stream mach numbers Output CL, CD and pressure distribution Free stream Mach # AOA (deg) C L C D cases were run in TSFOIL with 2 different angles of attack and 2 different free stream mach numbers The plots shown on the subsequent slide show how the pressure distribution changes with the above two variables As the mach number increases the shock moves further back on the airfoil, and as the angle of attack increases the pressure on the upper surface decreases and maintains a good amount of lift. The pressure on the lower surface is slightly increased. 32

33 Pressure Distribution Alpha = deg, M =.75 Alpha =., M =.95 X/C X/C Cp Upper Surface Lower Surface Cp Upper Surface Lower Surface CL = CL = Alpha = 4., M =.75 Alpha = 4., M =.95 X/C X/C Cp Upper Surface Lower Surface Cp Upper Surface Lower Surface 1.5 CL = CL =

34 References: 1. Lamar and Mason, LamDes Optimization Program, available at: 2. Aerospaceweb.org, X 35, available at: 3. Mason, W. Skin fritcion and form drag program, available at 4. Lamar, J.E and Gloss, B.B Vortex Lattice Method Program,available at 5. Murman, Earll Transonic Airfoil Program (TSFOIL2) available at 6. Marchman, James F. Introductory Aircraft Performance, Airfoil Geometry 34