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Prof M S Prasad
Aircraft Config
Elevons on delta wings, for pitch and roll control, if there is no horizontal tail; Flaperons, or trailing edge flaps-ailerons extended along the entire span: Tailerons, or stabillizers-ailerons (independently controlled); swing wings, with an articulation that allows sweep angle variation; canards, with additional pitch control and stabilization.
AIAE/AISST@ msprasad2011
Ailerons : control Roll rate ( differential movement. Elevators : Pitch rate & rudders : Yaw rate
AIAE/AISST@ msprasad2011
Missile co ordinates
Lambda = incidence plane angle Alpha = incidence angle in Pitch plane beta = incidence angle in Yaw plane sigma = Total angle such that tan =tan sin tan =tan cos
AIAE/AISST@ msprasad2011
Elevator deflection : ( l/2 (1- 3) .. Positive control deflection () causes negative pitch. Rudder deflection : l/2 (2- 4 ) Aileron def : (1+ 3 + 2+ 4 ) or any set of two. Positive control def lection causes negative roll.
Configuration
CG
Simple model
M(..) moment due to control Surface def delta
Simple model
From aerodynamics point of view these values are to be found out with A given configuration.
Launch Vehicle Structural Loads Static/quasi-static loads Gravity and thrust Propellant tank internal pressure Thermal effects Rocket Cryogenic propellant Aerodynamic heating Dynamic loads Bending and torsion Pogo oscillations Fuel sloshing Aerodynamics and thrust vectoring Acoustic and mechanical vibration loads Rocket engine Aerodynamic noise
a. Drag at supersonic speeds is primarily dependent on nose. And amount of Boat tailing. a. Base drag is greatly affected by the presence of jet. b. Lift major contributor is nose section. c. The resultant center of pressure for a conventional body varies between 10 -15% of the body length at low AOA. A t High AOA it moves aft of the nominal CP depending on the boat tailing
For moderate boat tailing ( 7 deg ) the CP tends to shifts rewards with angle of attack The nose rounding of by r/R of 0.2 does not increase the drag considerably. for analysis purposes , we can assume complete body Cn(alpha) as 0.03 0.04 for a wide range of subsonic and supersonic flow.
Types of Drag
SKIN Friction Drag The skin friction drag is the downstream resultant of all shear (viscous) forces experience by the fore body
1. Shear forces are tangential to the missiles surface 2. It is dependent on the amount of wetted area
3. A quick estimate of the skin friction drag is to take the viscous drag of a flat plate with the same surface area, length and Reynolds number as the missile
Viscous drag coefficient for a flat plate 0.043 = 1 /6 for Re no. 10^6 to 10 ^7
Base Drag
Base drag is the drag resulting from the wake or dead air region behind the missile. Base drag is less of a problem during powered flight but during free flight it can account for as much as 50% of total Drag
Subsonic Flows it is generally small , However for transonic & supersonic it is significant % of the total drag. For wings the wave drag for an airfoil varies as thickness square. At supersonic speed the base experiences a great negative pressure Relative to free stream resulting in substantial drag. Chapman theory suggests :C d b = Cpb Sb/ S where sb = base area C p b is base pressure co eff.
Transonic drag
As speed increase to M =1 the Drag increases considerably. This is termed as Transonic drag. Missiles have to pass through this transonic drag rise to get to supersonic
Increasing Fineness Ratio Decreases Wave Drag Increases Skin Friction Drag Optimum Ratio is approximately 5
MID SECTION Low angles of attack a very small amount of Normal force is generated by the Mid section mainly carry over from nose., At large angles of attack some normal force is generated due to cross flow drag which acts normal to the body Cen Line. The total force is : C N = 2 + Cd ( = 90deg) Ap/ S ^2 { Allen & Perkins ) , A p = planform area S = ref area.
BOAT TAIL : Tapered section in the aft portion used for reducing the drag due to large base pressure and base area. Boat tailing reduces the base area hence the drag. Accurately to find the drag is difficult due to geometry of fore and aft portion and real fluid case. However linearized Prandtl equation is used for first hand approximation. Planforms
Square/Rect Delta
straight Taper
Bluntness
Optimal ratio is .15 Provided length remains constant Applicability dependent upon fineness ratio and velocity Fineness ratio 5 Below Hypersonic
Supersonic case
Pressure Drag Decreases Wave Drag Decreases Fineness Ratio of 5 is Critical
Fin design
Mission Dependence Stability (CP, CG, Roll, ) Thinner Symmetrical Fins Result in Lower CD in Independent Variables Sub, Trans, and Supersonic Regions Atmospheric Density Temperature Wind Conditions Surface Finish (Assumed Constant) Angle of Attack (Assumed Zero)
FIN SHAPE Supersonic Data Trapezoidal (Clipped Delta) Lower CD than Delta Delta and Diamond have Similar CD
Minimize Drag Maintain Structural Integrity Minimize Divergence Minimize Bending-Torsion Flutte Minimize Mass Maximize Fin Joint Strength Maintain Passive Stability
Pogo osciallation
Pogo oscillation Longitudinal resonance of the launch vehicle structure exing of the propellant-feed pipes induces thrust variation Gas-lled cavities added to the pipes, damping oscillation Fuel slosh Lateral motion of liquid propellant in partially empty tank induces inertial forces Resonance with ight motions can occur Problem reduced by bafing
Drag Reduction
Near Mach 1, the drag of a slender wing-body combination is equal to that of a body of revolution having the same cross-sectional area distribution.
L R y
is the overall length of the nosecone is the radius of the base of the nosecone is the radius at any point x, as x varies from 0 at the tip of the nosecone to L The full body of revolution of the nosecone is formed by rotating the profile around the centerline (CL)
Conical
The sides of a cone are straight lines, so the diameter equation is simply, y = Rx/L Cones are sometimes defined by their half angle, = tan-1(R/L) and y = x tan Cp= L/3 V= R^2 L/3 S= R(R^2 + L^2)^ 0.5
The profile of this shape is one-half of an ellipse, with the major axis being the centerline and the minor axis being the base of the nosecone This shape is advantageous for subsonic flight due to its blunt nose and tangent base It is defined by: y = R(1-x2 /L2) Cp=3L/2 V=2R2L/3 S=L2+*R2/*ln,(1+)/(1-)-++/2 where =(L2+R2)/L
OGIVE
This shape is formed by a circle segment where the base is on the circle radius and the airframe is tangent to the curve of the nosecone at its base. The radius of the circle that forms the ogive is: = (R^2 + L^2)/2R The radius y at any point x, as x varies from 0 to L is: y = (^2-(x- L)^2)+R- where L C p = V/4 pi r ^2
The Parabolic Series nose shape is generated by rotating a segment of a parabola around a line parallel to its axis of symmetry. y=R{(2[x/L]-K[x/L]2)/(2-K)- for 0K1 K= 0 for a CONE , K= .5 for a 1/2 PARABOLA , K= .75 for a 3/4 PARABOLA K= 1 for a PARABOLA (base tangent to airframe) Cp=L/2 V= R2L/2 S=R2/4L
Aspect ratio
Aspect ration of a Missile config is dependent on :a. Load factor b. Wing area c. Trim angles of attack d. L/D ratio e. Max permissible span. f. The effect of increasing the aspect ration is ;g. Increase in Cn , Cd0 h. Increase L/D)max i. Reduce wing area j. Increase structural weight k. Neg effect of CP travel