To enhance the maneuverability of the selected aircraft model, a standard genetic algorithm （GA） is used as an optimization method for the preliminary design of the leading-edge extension （LEX） layout. The aerodyn...To enhance the maneuverability of the selected aircraft model, a standard genetic algorithm （GA） is used as an optimization method for the preliminary design of the leading-edge extension （LEX） layout. The aerodynamic loads and the maximum lift coefficient of the complete aircraft configuration （fuselage＋wing＋tail） are computed by using the modified three-dimensional low-order panel method in conjunction with the semi-empirical formulas of DATCOM. Results show that the lift coefficient increases approximately 20.5%- 15.3% for Mach number 0. 4-0.8 and 6.8% for Mach number 1.2, and its maximum value approximately 9.5% -15.0% for Machnumber 0.2-0.95when LEXis installed. A 6.6%-8.0 % gain at altitudes of 1-5 km on the turn rate maneuverability and the corner speed have been achieved in the subsonic regime.展开更多
The purpose of increasing the aerodynamic efficiency and enhancing the supermaneuverability for the selected supersonic aircraft is presented. Aerodynamic characteristics, the surface pressure distribution and the max...The purpose of increasing the aerodynamic efficiency and enhancing the supermaneuverability for the selected supersonic aircraft is presented. Aerodynamic characteristics, the surface pressure distribution and the maximum lift are estimated for the baseline configuration for different Mach numbers and attack angles in subson- ic and supersonic potential flows, using a low-order three-dimensional panel method supported with the semi-empirical formulas of the data compendium （DATCOM）. Total nose-up and nose-down pitching moments about the center of gravity of the complete aircraft in the subsonic region depending on flight conditions and aircraft performance limitations are estimated. A software package is developed to implement the two-dimensional thrust vectoring flight control technique （pitch vectoring up and down） controlled by the advanced aerodynamic and control surface （the foreplane or the canard）. Results show that the canard with the thrust vectoring produces enough nose-down moment and can support the stabilizer at high maneuvers. The suggested surface can increase the aerodynamic efficiency （lift-to-drag ratio） of the baseline configuration by 5%-6% in subsonic and supersonic flight regimes.展开更多
文摘To enhance the maneuverability of the selected aircraft model, a standard genetic algorithm （GA） is used as an optimization method for the preliminary design of the leading-edge extension （LEX） layout. The aerodynamic loads and the maximum lift coefficient of the complete aircraft configuration （fuselage＋wing＋tail） are computed by using the modified three-dimensional low-order panel method in conjunction with the semi-empirical formulas of DATCOM. Results show that the lift coefficient increases approximately 20.5%- 15.3% for Mach number 0. 4-0.8 and 6.8% for Mach number 1.2, and its maximum value approximately 9.5% -15.0% for Machnumber 0.2-0.95when LEXis installed. A 6.6%-8.0 % gain at altitudes of 1-5 km on the turn rate maneuverability and the corner speed have been achieved in the subsonic regime.
文摘The purpose of increasing the aerodynamic efficiency and enhancing the supermaneuverability for the selected supersonic aircraft is presented. Aerodynamic characteristics, the surface pressure distribution and the maximum lift are estimated for the baseline configuration for different Mach numbers and attack angles in subson- ic and supersonic potential flows, using a low-order three-dimensional panel method supported with the semi-empirical formulas of the data compendium （DATCOM）. Total nose-up and nose-down pitching moments about the center of gravity of the complete aircraft in the subsonic region depending on flight conditions and aircraft performance limitations are estimated. A software package is developed to implement the two-dimensional thrust vectoring flight control technique （pitch vectoring up and down） controlled by the advanced aerodynamic and control surface （the foreplane or the canard）. Results show that the canard with the thrust vectoring produces enough nose-down moment and can support the stabilizer at high maneuvers. The suggested surface can increase the aerodynamic efficiency （lift-to-drag ratio） of the baseline configuration by 5%-6% in subsonic and supersonic flight regimes.
