Design Analysis of Blended Wing Body Deign

Kangad Devang(ME16BTECH11015)
I.Vamsinath(ME16BTECH11011)
K.Nivas(ME16BTECH11023)

Table of Contents

 Introduction
o What is Blended Wing Body
o Pros and cons of BWB

 Design Process
o Choosing parameters
o CFD analysis
o Results
o Stability analysis
o Control surface sizing
o Testing

 Summary

 Reference
  So in this presentation we are going to look at the design process of BWB aircraft This process can
be applied to any aircraft design in particular configuration.
Distribution of work
Devang- Directional stability and control surface
Vamsi - longitudinal stability
Nivas - longitudinal control surface

 Introduction

What is Blended Wing Body(BWB)

 BWB is type of configuration in which there is no clear dividing between fuselage and wing. It is
fixed wing design.
 In BWB wing is smoothly blended into the fuselage.
 But it is not like flying wing design which has no distinct Fuselage.
 Depending upon design it can have tail but most of designs are tailless.
 1st picture is conventional aircraft, 2nd is BWB and 3rd is flying wing

 Why BWB Design…

  Efficient Design than convectional aircraft because of higher Lift to Drag ratio because it reduces
wetted area.
 Reduces drag and increases the lift.
 Due to engine placement in back of the aircraft noise reduction.
 More efficient in carrying cargo and passengers.
 Higher wing loading.

 Problem in Designing BWB…

 Due to control surface at the end of the aircraft it adds complexity in stability and control
calculations.
 In conventional aircraft fuselage is tubular because it is most favourable for pressurization but
due to shape of BWB it is less favourable.
 In passenger BWB design there is distance between window and seat that is not suitable for
some passengers.

 Designing process of BWB..

 There are two main step in designing BWB

 Selecting of correct aerofoil according to required lift minimizing the drag and doing CFD analysis
and Wind tunnel experiments.
 Designing the control surface for the dynamic and static stability of the aircraft.

 Aircraft sizing..

 Primary design parameters for the BWB aircraft taken into consideration are wing loading, Take-
off-weight and Thrust.
 The weight of the aircraft is chosen to be 2.51 kg considering the weight and acceptable range
𝑘𝑔 𝑘𝑔 𝑘𝑔
of wing loading of aircraft 4.83 𝑚2 to 8.78 𝑚2the value of wing loading is chosen to 5.4𝑚2 and
considering weight the surface area is calculated 0.4648 𝑚2 (Refrence[1])

 Operational and Geometric parameters.

 Because most of BWB design do not have horizontal stabilizers out of many airfoil mainly four were
analysed.
 There are MH45,MH62,SB97 and HS522.
 Now results from the test are shown below
Aerofoil Clmax αmax(deg) (Cl/Cd)max Cdmax Cmαmax
HS522 1.35 14 42 0.032 0.019
MH45 1.23 11.5 46.6 0.026 0.006
MH62 1.15 10.5 42.5 0.027 0.001
SB97 1.27 12 36.2 0.035 0.005

 From the four aerofoils MH62 was rejected early because of low maximum lift coefficient and
small AOA.
 SB97 was then rejected due low lift to drag ratio and high drag coefficient.
 Now out of other two aerofoil HS522 was chosen to be used at root section because of its
thickness and MH45 towards the tip providing aerodynamic twist.

Conceptual design parameters according geometry and sizing are given below.[1]
Flight Level Condition[1]

 CFD Analysis[1]
 Now CFD analysis is done using software for the created geometry at two Angle of attack one 30
and other 70

 30 in default angle of Attack and 70 is the angle of attack at which the aircraft attains maximum lift.
  Results[1]
 Now from the results of the CFD analysis

 Stability analysis

Longitudinal Static Stability

 The aircraft does not have a horizontal stabilizer so we can take whole body as one wing can do
the stability analysis

 But taking angle of attack small and z negligible and divide by 𝑞∞ 𝑆𝑐 so we get coefficient of
moment equation

 Now for stability

𝜕𝐶𝑚
 𝜕𝛼
<0
 So we get for stability condition h<ℎ𝑎𝑐
 After the mass components like engine, electronics were roughly put in design the center of
mass was calculated which was at 421mm approximately and neutral point of aircraft was found
at 495mm approximately chord length is 415mm.
 So static margin is -18%.
 Graph of 𝐶𝑚 vs angle of attack[1]
Longitudinal control surface

 Graph shows change in lift coefficient of wing with angular displacement of elevators .

 Now if elevator is deflected by δ then calculation of lift coefficient

Now the calculation of change in elevator angle to acquire needed angle of attack
Directional stability

 Threre are two components which provide Directional stability

 1)Vertical Stabilizer

 In picture we can see that when airplane is disturbed from direction lift provides the needed moment
to restore the original position
 From convention in directional stability moment is positive when right wing go back so for stability
coefficient moment has to be positive
 Also slope should be positive.
 Lift coefficient for this is given by 𝑐𝑚1=𝐶𝑙∗𝐿𝑣

 2)Wing sweep

 In wing sweep restoring moment is provided by drag force although it is not as significant as Vertical
stabilizer

 so the moment coefficient in this is positive

 Also slope is positive

Now coefficient of lift due to sweep.[3]
Directional Control surface

 Directional control surface is rudder in vertical stabilizer.

 When rudder is deflected down it produces positive moment which moves airfraft in clockwise
direction
 We can obtain the required deflection just like did in longitudinal stability.
 Rolling stability in this kind of aircraft is achieved by wing due to change in angle wing will provide
moment to restore It in previous position
 Dynamic stability calculation are done using XFLR calculation and stability is checked for different
mode like short period, phugoid mode , spiral mode , roll mode , Dutch roll mode.

 Size of control surface BWB

 Three primary control surfaces namely flaps, rudders and elevens as are chosen based on the
required migration of disturbance and stability.[taken from reference 1]

 Testing
 After all the aircraft is designed it is tested in wind tunnel and after that if design is good enough
it is tested in outside environment.
 Summary
 To summarize in this presentation we looked at the design of the Blended wing aircraft how it is
different from conventional aircraft. What is the advantage of blended wing aircraft and what are
some disadvantage and some design complication in aircraft. Then we looked at steps of
designing Blended wing aircraft or any aircraft. First basic sizing parameters like load and wing
loading and surface area is decided. Then according to sizing parameter aerofoil is chose to
provide needed lift minimizing the drag and considering stability requirement. Then analysis of
aircraft is done in wing tunnel or any computational software like ANSYS and lift coefficient Lift-
Drag ratio is determined and where lift and drag acts means aerodynamic centre is decided.
Then aircraft is checked for static stability and dynamic stability and for control according to
flying condition and then required control surface size is determined. Then again aircraft is
tested in wind tunnel and through software and design is finalized. Then big sized model of
aircraft is created and tested in the actual environment. This design process can be applied to
any type of aircraft like flying wing, X wing configurations.

 Refrences

1. http://article.sciencepublishinggroup.com/pdf/10.11648.j.ijmea.20160404.12.pdf (Aerodynamic and

Stability Analysis of Blended Wing Body Aircraft by Sanjiv Paudel, Shailendra Rana, Saugat Ghimire, Kshitiz
Kumar Subedi, Sudip Bhattrai)
2.
3. Introduction to flight John Anderson 3rd edition.
4. https://nptel.ac.in/courses/101104007/Module5/Lec23.pdf
5. https://nptel.ac.in/courses/101104007/Module5/Lec24.pdf