Supersonic Airliner design using Joint wing (Diamond wing) - Part 2

 

Previous Work Status

- Initial Kick-Off & Design Progress

The new topic for My page : Optimization of Supersonic aerodynamic aircraft
Supersonic Airliner design using Joint wing (Diamond wing) - Part 1

- Other Supersonic Jet or Innovative Design Reference

Boeing's New Truss-Braced Wing

Boeing's E-X project

Various SST project images
Boomsupersonic's XB-1

Aerionsupersonic AS2's Major update

Boomsupersonic Design

- Performance Evaluation via Missile / Flight-SIM

Missile-SIM : Performance Evaluation for Iskander / Kh-47M2 Kinzhal & ATACMS+Booster

Flight-SIM : Trajectory & Performance Analysis for Jet Aircraft

Flight-SIM : DB Structure of the SIM

Flight-SIM : W.I.P of the SIM

Flight-SIM : Generic DB of single-aisle Airliner : Part 1 

Flight-SIM : Generic DB of single-aisle Airliner : Part 2

Flight-SIM : W.I.P of the SIM II

Flight-SIM : Initial Version of the Flight-SIM w/ Demo
Flight-SIM : Initial Version of the Flight-SIM w/ Demo II

2. Construction of Aerodynamic/Propulsion/Weight DB

1) Weight DB

 Weight of the aircraft is estimated from the reference as shown in the Figure below. Reference roughly configured the weight of the Truss-Wing as 65% of the conventional wing. From this result, the ZFW (Zero-Fuel-Weight) is saved about 3 tons. 

2) Propulsion DB

 Basically I made no difference on the thrust value of the CFM-56 class engine while I assumed pressure recovery data based on the 3 shock inlet. 

3) Aerodynamic DB

 Geometry of the two aircraft, SupLiner Mk.1 and A320 are shown; similar size of cabin and engine are represented. Only modification of the engine is added shock-cone to gain enough pressure recovery value in the supersonic condition. 

 Specific estimation result for the generic A320 class airliner is shown in my previous article (Flight-SIM : Generic DB of single-aisle Airliner : Part 2). 

 Truss-Supersonic wing having less camber and incidence angle has much smaller CL value at the given AoA while it gives much smaller drag than the conventional wing due to its swept angle. 

 Truss-Supersonic wing shows similar L/D in M0.4~0.7 condition where the generic A320 mainly flight. However, in Mach 0.9, where the drag of the conventional one is already risen, Truss-Supersonic wing surpass max L/D value of the conventional one. 

 In supersonic region, M1.1~1.8, estimation of the aerodynamic value is only calculated for the Sup-Liner; Cl_aoa value is peaked at M1.1 and reduced. Minimum drag is in 'drag-rise' at M1.1, so, L/D become lower than the conventional's subsonic case. 

 Flight-SIM will evaluate Range and Fuel economy performance in the next article. 

 CFD result is supplementary provided (Mesh, iteration, case set up are very rough compare to the full-academic or industrial purpose set up due to '4-core laptop for FLUENT'; please understand about it)

M1.1 AoA 0deg - Mach Contour

M1.8 AoA 6deg - Mach Contour

M1.8 AoA 6deg - Pressure Contour