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Validation of numerical prediction of dynamic derivatives: the DLR-F12 and the Transcruiser test cases

Validation of numerical prediction of dynamic derivatives: the DLR-F12 and the Transcruiser test cases
Validation of numerical prediction of dynamic derivatives: the DLR-F12 and the Transcruiser test cases
The dynamic derivatives are widely used in linear aerodynamic models in order to determine the flying qualities of an aircraft: the ability to predict them reliably, quickly and sufficiently early in the design process is vital in order to avoid late and costly component redesigns. This paper describes experimental and computational research dealing with the determination of dynamic derivatives carried out within the FP6 European project SimSAC. Numerical and experimental results are compared for two aircraft configurations: a generic civil transport aircraft, wing-fuselage-tail configuration called the DLR-F12 and a generic Transonic CRuiser, which is a canard configuration. Static and dynamic wind tunnel tests have been carried out for both configurations and are briefly described within this paper. The data generated for both the DLR-F12 and TCR configurations include force and pressure coefficients obtained during small amplitude pitch, roll and yaw oscillations while the data for the TCR configuration also include large amplitude oscillations, in order to investigate the dynamic effects on nonlinear aerodynamic characteristics. In addition, dynamic derivatives have been determined for both configurations with a large panel of tools, from linear aerodynamic (Vortex Lattice Methods) to CFD. This work confirms that an increase in fidelity level enables the dynamic derivatives to be calculated more accurately. Linear aerodynamics tools are shown to give satisfactory results but are very sensitive to the geometry/mesh input data. Although all the quasi-steady CFD approaches give comparable results (robustness) for steady dynamic derivatives, they do not allow the prediction of unsteady components for the dynamic derivatives (angular derivatives with respect to time): this can be done with either a fully unsteady approach i.e. with a time-marching scheme or with frequency domain solvers, both of which provide comparable results for the DLR-F12 test case. As far as the canard configuration is concerned, strong limitations for the linear aerodynamic tools are observed. A key aspect of this work are the acceleration techniques developed for CFD methods, which allow the computational time to be dramatically reduced while providing comparable results.
dynamic derivatives, acceleration techniques, conceptual design, wind tunnel, computational fluid dynamics
0376-0421
674-694
Mialon, B.
32a4fde9-ec77-445b-ab19-ab4b1f986143
Khrabrov, A.
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Ben Khelilc, S.
61ab0d92-4fce-4d65-9851-b716ca0299d7
Huebner, A.
58ab9268-c552-430f-8a49-d813d2f73703
Da Ronch, A.
a2f36b97-b881-44e9-8a78-dd76fdf82f1a
Badcock, K. J.
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Cavagna, L.
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Eliasson, P.
bb04d639-c438-4f5a-9494-83bc900f5a30
Zhang, M.
e4ab68e1-4890-4c79-9301-f0cc8dda8298
Ricci, S.
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Jouhaud, J.-C.
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Rogé, G.
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Hitzel, S.
ed29cfda-2a10-4b32-a489-b5e4330177fb
Lahuta, M.
07d6d29a-f6cb-4ae7-b6a7-ee604e9b288d
Mialon, B.
32a4fde9-ec77-445b-ab19-ab4b1f986143
Khrabrov, A.
1f27663e-6f2f-413c-bd44-56d17e0a9d3c
Ben Khelilc, S.
61ab0d92-4fce-4d65-9851-b716ca0299d7
Huebner, A.
58ab9268-c552-430f-8a49-d813d2f73703
Da Ronch, A.
a2f36b97-b881-44e9-8a78-dd76fdf82f1a
Badcock, K. J.
64c4dc5d-1f2f-4358-af31-f6506c1810ef
Cavagna, L.
4efe830e-23cf-4532-a218-1fdeb46c53ef
Eliasson, P.
bb04d639-c438-4f5a-9494-83bc900f5a30
Zhang, M.
e4ab68e1-4890-4c79-9301-f0cc8dda8298
Ricci, S.
4c1b0ccc-bce4-4709-a81c-df703caec186
Jouhaud, J.-C.
b6000c01-3870-4295-9a93-2e0d3993c9d2
Rogé, G.
3b9c1e26-dae6-4fc7-b761-ba10f506c747
Hitzel, S.
ed29cfda-2a10-4b32-a489-b5e4330177fb
Lahuta, M.
07d6d29a-f6cb-4ae7-b6a7-ee604e9b288d

Mialon, B., Khrabrov, A., Ben Khelilc, S., Huebner, A., Da Ronch, A., Badcock, K. J., Cavagna, L., Eliasson, P., Zhang, M., Ricci, S., Jouhaud, J.-C., Rogé, G., Hitzel, S. and Lahuta, M. (2011) Validation of numerical prediction of dynamic derivatives: the DLR-F12 and the Transcruiser test cases. [in special issue: Modeling and Simulating Aircraft Stability and Control] Progress in Aerospace Sciences, 47 (8), 674-694. (doi:10.1016/j.paerosci.2011.08.010).

Record type: Article

Abstract

The dynamic derivatives are widely used in linear aerodynamic models in order to determine the flying qualities of an aircraft: the ability to predict them reliably, quickly and sufficiently early in the design process is vital in order to avoid late and costly component redesigns. This paper describes experimental and computational research dealing with the determination of dynamic derivatives carried out within the FP6 European project SimSAC. Numerical and experimental results are compared for two aircraft configurations: a generic civil transport aircraft, wing-fuselage-tail configuration called the DLR-F12 and a generic Transonic CRuiser, which is a canard configuration. Static and dynamic wind tunnel tests have been carried out for both configurations and are briefly described within this paper. The data generated for both the DLR-F12 and TCR configurations include force and pressure coefficients obtained during small amplitude pitch, roll and yaw oscillations while the data for the TCR configuration also include large amplitude oscillations, in order to investigate the dynamic effects on nonlinear aerodynamic characteristics. In addition, dynamic derivatives have been determined for both configurations with a large panel of tools, from linear aerodynamic (Vortex Lattice Methods) to CFD. This work confirms that an increase in fidelity level enables the dynamic derivatives to be calculated more accurately. Linear aerodynamics tools are shown to give satisfactory results but are very sensitive to the geometry/mesh input data. Although all the quasi-steady CFD approaches give comparable results (robustness) for steady dynamic derivatives, they do not allow the prediction of unsteady components for the dynamic derivatives (angular derivatives with respect to time): this can be done with either a fully unsteady approach i.e. with a time-marching scheme or with frequency domain solvers, both of which provide comparable results for the DLR-F12 test case. As far as the canard configuration is concerned, strong limitations for the linear aerodynamic tools are observed. A key aspect of this work are the acceleration techniques developed for CFD methods, which allow the computational time to be dramatically reduced while providing comparable results.

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More information

Published date: November 2011
Keywords: dynamic derivatives, acceleration techniques, conceptual design, wind tunnel, computational fluid dynamics
Organisations: Aerodynamics & Flight Mechanics Group

Identifiers

Local EPrints ID: 351490
URI: http://eprints.soton.ac.uk/id/eprint/351490
ISSN: 0376-0421
PURE UUID: 6c5e1ca2-1747-4e93-8bc5-a360a672ac23
ORCID for A. Da Ronch: ORCID iD orcid.org/0000-0001-7428-6935

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Date deposited: 23 Apr 2013 11:11
Last modified: 15 Mar 2024 03:46

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Contributors

Author: B. Mialon
Author: A. Khrabrov
Author: S. Ben Khelilc
Author: A. Huebner
Author: A. Da Ronch ORCID iD
Author: K. J. Badcock
Author: L. Cavagna
Author: P. Eliasson
Author: M. Zhang
Author: S. Ricci
Author: J.-C. Jouhaud
Author: G. Rogé
Author: S. Hitzel
Author: M. Lahuta

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