A BWB aircraft is a configuration where the wing and fuselage are integrated which essentially results in a large flying wing. BWB aircraft were previously called ‘tailless airplanes’ and ‘Flying-Wing aircraft’. It is an unconventional aircraft design that has continued to attract a great deal of interest due to the promise of great aerodynamic advantages. The conventional wing fuselage configuration has been proven design for many years but, from aerodynamic point of view, is lacking efficiency.
The fuselage provides for a great amount of drag while contributing nothing to the lift of the aircraft. This deficiency has always been balanced by the need for an adequate section to hold the passengers and cargo. The idea for the blended wing body, or flying wing, is to provide a single lifting surface stretching the entire wingspan of the aircraft. There is no tail and no conventional fuselage. Also, the shape of the blended wing body allows for a much smaller wetted area, which in turn increases the lift to drag ratio.
1.2 Historical Background
The transcendence of the aerodynamically efficient BWB design from the standard aircraft design began during the World War II in order to outstrip the already existing designs to prove the superiority and efficiency in military power. The concepts of tailless aircraft and Flying-wing design were remarkably bought to life by the pioneers in USA and Germany.
• Early Flying Wing projects
After the World War I, in 1912 an English Engineer John William Dunne developed the first successful tailless aircraft. Dunne’s based his design on his success with Tailless gliders. His designs were inherently stable in pitch and incorporated wing washout.
Later on in 1931, Lippisch Deltas and Messerschmitt ...
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...ons and CFD results of the BWB configuration are represented, including aerodynamic advantages and aerodynamics features of BWB configuration.
Israel Aircraft Industries pioneers, Peigin and Epstein [16] used NES multiblock code (a Navier-Stokes solver) with the aim of developing an aircraft with minimum drag. The baseline geometry used in this project was same as Qin et al. [15] with lift coefficient of 0.41 and Mach Number 0.85. The resulted design eliminated the shock and the initial drag count of 247 dropped to 194.5 counts. Also, the drag divergence Mach number is increased from 0.855 to 0.87.
Fig. 2-5 Conceptual Flying Wing Design with the A380 Structures (Lee 2003)
In conclusion, the BWB design has offered more attractive features than a conventional design. However, an extensive preliminary design phase is further required to make this concept a reality.
Ever since I was little I was amazed at the ability for a machine to fly. I have always wanted to explore ideas of flight and be able to actually fly. I think I may have found my childhood fantasy in the world of aeronautical engineering. The object of my paper is to give me more insight on my future career as an aeronautical engineer. This paper was also to give me ideas of the physics of flight and be to apply those physics of flight to compete in a high school competition.
Following the bi-planes, the bomber design took great change. In a Unites States Army Air Corp or USAAC competition in 1934, they were looking for a new plane that could provide defense and better qualities than the current service plane, the Keystone bi-plane bomber. (Boeing B-17 Flying) Boeing came up with the design and built the B-17 and won the competition. The plane was not a bi-plane, but a single winged, nine cylinder radial engine plane that could carry a normal cargo storage of 25 tons and could fly a distance of 2 thousand miles. (Boeing B-17 Flying) The plane had been described by a German test pilot who flew a captured B-17 who said “the aircraft was easy to fly and land. When one had become accustomed...
The First World War was monumental in history because of all the new technology that was introduced. One particular area that developed during the Great War was the use of airplanes by the German and Allied militaries. In comparison, they both had different mentalities towards an invention that was only made successful less than a decade before the outbreak of war in 1914 by the Wright Brothers in North Carolina, United States. The German Military welcomed the idea with open arms, investing in its potential for military uses, whereas the Allies remained reserved and hesitant, claiming that aircraft could not be used for anything more offensive than reconnaissance missions. These differences in opinions later affected the development of each air force. The German military kept making consistent improvements to their equipment whereas the allied pilots were slow in their respective air force evolution. However, there was a common progression that both militaries had which was the slow phasing out of the cavalry on either side due to the effectiveness of the aircrafts reconnaissance and battle capabilities. During the World War One, the German military took advantage of the new technology available to them, which gave significant results, whereas the Allies had a more traditional mindset and followed behind at a slower pace.
The B-2 Spirit was derived from Northrop's flying wing prototype of the mid forties. The flying wing design was ahead of its time, during the years of World War II, the axis and allies were racing to develop the best aircraft and Jack Northrop wanted to create something out of the ordinary, something that would revolutionize aviation as we knew it. In the late 1940s, Northrop developed a bomber version of the propeller flying wing, but control technology wasn't advanced enough so that program had to be halted.
Mortimer, G. (2013). Giving the machine gun wings. Aviation History, 23(6), 50-55. Retrieved from http://ehis.ebscohost.com/eds/pdfviewer/pdfviewer?sid=2e489df0-5604-49cf-8709-9359f8a1feee%40sessionmgr4003&vid=3&hid=4211
Following World War II and the jet engine technology that emerged largely toward its end, aerospace engineers knew well that the technology had great potential for use in the commercial aviation industry. The Comet was the first aircraft to utilize jet propulsion; however, its designers failed to consider the metallurgy of the aircraft’s materials under flight conditions or the consequences of their atypical window design. The aircraft was designed by Britain’s De Havilland Aircraft Company and entered service in May 1952. After a year of service, however, the design issues mentioned above resulted in the failure of several Comet aircraft. Extensive evaluations revealed that repeated pressurization stress on the aircraft’s main cabin had caused its structure to fail.
The brothers Wilbur and Orville Wright, possibly the two most renowned representatives of American aeronautics, were the first to experience controlled, continuous flight of a powered airplane in history. Despite being autodidactic in the area of engineering, the duo proved to be extraordinarily successful, testing and refining their strategies to overcome successive challenges that arose with the building of a plane (Crouch 226). The two were so far ahead in the race for flight that they even anticipated and found solutions to problems that more learned scientists could not have even begun to predict. Successful, man-controlled, powered flight was a fundamental turning point in history; it transformed the methods of how the United States fought its battles, powered developmental and technological change, revolutionized travel and trade, and provided help in forming the world into what it is today.
" http://www.bea.aero.com/. BEA, 16 Jan. 2002. Web. The Web. The Web.
Mortimer, G. (2013). Giving the machine gun wings. Aviation History, 23(6), 50-5. Retrieved from http://ehis.ebscohost.com/eds/pdfviewer/pdfviewer?sid=2e489df0-5604-49cf-8709-9359f8a1feee%40sessionmgr4003&vid=3&hid=4211
From the Wright Flyer to the aircraft we fly today, they all started as a dream that later turned into a design. NASA is not sending astronauts into space at the moment, but that has not stopped the engineers at NASA from working on advanced aerodynamic designs and technologies that would help us achieve the dream of traveling farther, faster and higher. Improved materials such as carbon-fiber give an aircraft lighter weight, improved performance and lower fuel consumption. NASA’s newest design in carbon-fiber is called “PRSEUS” (Pultruded rod, Stitched, Efficient, Unitized Structure), a material that will be stronger than current carbon-fiber technology and will greatly reduce the need for rivets and other fasteners that lead to structural fatigue. NASA believes this new material will help Boeing achieve its goal of an aircraft of blended wing design (Sloan, 2011). Boeing has stated that tests for strength and performance on PRSEUS have exceeded their expectations. Boeing is using this new material in their X-48B, a small scale functional ble...
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