Aerodynamic design of integrated propulsion–airframe configuration of a hybrid wing body aircraft

Abstract

A hybrid wing body (HWB) concept is being considered by NASA as a potential subsonic transport aircraft that meets aerodynamic, fuel, emission, and noise goals in the time frame beyond 2035. While the concept promises advantages over a conventional wing-and-tube aircraft, it poses unknowns and risks, thus requiring in-depth and broad assessments. Specifically, the configuration entails a tight integration of the airframe and propulsion geometries; the aerodynamic impact has to be carefully evaluated. With the propulsion nacelle installed on the (upper) body, the lift and drag are affected by the mutual interference effects between the airframe and nacelle. The static margin for longitudinal stability is also adversely changed. In the present paper, a design approach is developed in which the integrated geometries of airframe (HWB) and propulsion are accounted for simultaneously in a simple algebraic manner, via parameterization of the planform and airfoils at the design sections of the wing body. This paper presents a design of a 300-passenger aircraft that employs distributed electric fans for the propulsion. The trim condition for stability is achieved through the use of the wing tip twist angle. The geometric shape variables are determined through the adjoint optimization method by minimizing the drag while subjecting them to lift, pitching moment, and geometry constraints. An Euler model-based aerodynamic shape optimization is employed to save the design cost for the evaluation of the static margin and longitudinal stability, while the performance of the optimized configuration is evaluated by the RANS model coupled with a drag decomposition method to assess the true aerodynamic performance. The design results clearly show the influence on the aerodynamic characteristics of the installed nacelle and trimming for stability. A drag minimization with the trim constraint yields a reduction of 10 counts in the drag coefficient from the baseline design N3-X configuration, which is comparable with 2000 lbs more payload on a conventional subsonic civil transport airplane.