Abstract
The purpose of this paper is to investigate the influence of the engine position and mass as well as the pylon stiffness on the aeroelastic stability of a long-range wide-body transport aircraft. As reference configuration, DLR’s (German Aerospace Center/Deutsches Zentrum für Luft und Raumfahrt) generic aircraft configuration DLR-D250 is taken. The structural, mass, loads, and optimization models for the reference and a modified configuration with different engine and pylon parameters are set up using DLR’s automatized aeroelastic design process cpacs-MONA. At first, the cpacs-MONA process with its capabilities for parametric modeling of the complete aircraft and in particular the set-up of a generic elastic pylon model is unfolded. Then, the influence of the modified engine-wing parameters on the flight loads of the main wing is examined. The resulting loads are afterward used to structurally optimize the two configurations component wise. Finally, the results of post-cpacs-MONA flutter analyses performed for the two optimized aircraft configurations with the different engine and pylon characteristics are discussed. It is shown that the higher mass and the changed position of the engine slightly increased the flutter speed. Although the lowest flutter speeds for both configurations occur at a flutter phenomenon of the horizontal tail-plane outside of the aeroelastic stability envelope.
Highlights
Received: 27 November 2020 Accepted: 18 December 2020 Published: 23 December 2020Publisher’s Note: MDPI stays neutral with regard to jurisdictional claims in published maps and institutional affiliations.For the development of new aircraft configurations, the obvious trend down to desired highly efficient aircraft can be observed in the recent past: The further development of existing aircraft configurations with local modifications seems more advantageous compared to the design of a completely new aircraft to achieve overall improvements
The results from the automated loads and aeroelastic design process cpacs-MONA are highlighted in the first section of this chapter
The parametrization of the engine-wing integration and the capability to set up a finite element model for the complete aircraft (GFEM) for aeroelastic analysis is emphasized
Summary
Received: 27 November 2020 Accepted: 18 December 2020 Published: 23 December 2020Publisher’s Note: MDPI stays neutral with regard to jurisdictional claims in published maps and institutional affiliations.For the development of new aircraft configurations, the obvious trend down to desired highly efficient aircraft can be observed in the recent past: The further development of existing aircraft configurations with local modifications seems more advantageous compared to the design of a completely new aircraft to achieve overall improvements. Publisher’s Note: MDPI stays neutral with regard to jurisdictional claims in published maps and institutional affiliations. Rather than designing a completely new aircraft, performance improvements were achieved with aircraft that have been equipped with more efficient engines with a higher by-pass ratio [1]. Due to the higher by-pass ratio, the outer diameter of the engine nacelle increases. One possible approach to maintain the once fixed ground clearance for the bigger nacelle is to increase the length of the landing gear strut. Such a modification is very costly since an established landing gear has very limited geometrical margins regarding its stowage. A heavier, larger and, higher and farther forward located engine has a high influence on the aerodynamic and structural side and on the aeroelastic behavior, on the flight characteristics, the flight mechanics, and the flight dynamics of the aircraft
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