CN112607047B - Method for determining suction force at bottom of airplane body of airplane forced landing on water - Google Patents
Method for determining suction force at bottom of airplane body of airplane forced landing on water Download PDFInfo
- Publication number
- CN112607047B CN112607047B CN202011602287.7A CN202011602287A CN112607047B CN 112607047 B CN112607047 B CN 112607047B CN 202011602287 A CN202011602287 A CN 202011602287A CN 112607047 B CN112607047 B CN 112607047B
- Authority
- CN
- China
- Prior art keywords
- airplane
- water
- fuselage
- suction
- geometric characteristic
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
Landscapes
- Engineering & Computer Science (AREA)
- Manufacturing & Machinery (AREA)
- Transportation (AREA)
- Aviation & Aerospace Engineering (AREA)
- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
Abstract
The invention discloses a method for determining the suction force at the bottom of a forced landing fuselage of an airplane on water, which comprises the following steps: the method comprises the following steps: step 1, acquiring a geometric characteristic angle of a bottom structure of an airplane body; step 2, calculating a vertical water inlet pressure peak value of the airplane structure corresponding to the geometric characteristic angle alpha according to the geometric characteristic angle alpha of the airplane; step 3, acquiring the suction force at the bottom of the airplane body when the airplane is forced to land on water according to the pressure peak value of the vertical entering water calculated in the step 2, the geometric characteristic angle alpha acquired in the step 1 and a pre-constructed suction model; the peak attenuation coefficient based on the aircraft configuration is introduced into the suction model, and the aircraft configurations corresponding to different geometric characteristic angles alpha have corresponding peak attenuation coefficients. The invention solves the technical problem that the suction effect at the bottom of the airplane body cannot be simulated when the existing SPH method is used for carrying out airplane forced landing on water by establishing a suction correction engineering model at the bottom of the airplane body when the airplane is forced to land on water.
Description
Technical Field
The invention relates to the technical field of aircraft structure dynamics and hydrodynamics, in particular to a method for determining the suction force at the bottom of a forced landing fuselage of an aircraft on water.
Background
When the airplane is subjected to overwater forced landing dynamics analysis, the airframe collides with the water surface instantaneously, the water pressure is reduced along with the increase of the flow rate, and when the water pressure is reduced to be lower than the static pressure, the cavitation phenomenon is generated, so that the suction force to the rear airframe is generated. If the influence of the suction force at the bottom of the fuselage is not considered in the forced landing on water analysis, the error of the dynamic response of the airplane is relatively large. Figure 1 shows the effect of suction on the attitude angle of an aircraft during forced water landing. After the suction effect at the bottom of the airplane body is considered, the change of the attitude angle of the airplane is consistent with the trend of the test result.
At present, no method for properly describing the suction force at the bottom of the airplane body when the airplane is forced to land on water exists, so that the analysis error is large. Document "Crash on Water: A High Multi-physics Problem" ((R))
N, Kohlgruber D.Crash on Water A High Multi-Physics Proble.// EUROPAM2004,14th European Conference and inhibition on Digital simulation for Virtual Engineering, Paris, France,2004.)The method is characterized in that the airplane water forced landing dynamics analysis based on a smooth particle fluid dynamics (SPH for short) method is developed, the suction force at the bottom of the airplane body is assumed to be concentrated force during analysis, and the specific form of the suction force is not given, so that the airplane body structure characteristics of different airplane configurations cannot be reflected, and the applicability is poor.
Disclosure of Invention
The purpose of the invention is: the embodiment of the invention provides a method for determining the suction force at the bottom of a fuselage of an airplane forced landing on water, which solves the technical problem that the suction force effect at the bottom of the fuselage cannot be simulated when the existing SPH method is used for carrying out airplane forced landing on water by establishing a fuselage bottom suction force correction engineering model during airplane forced landing on water.
The technical scheme of the invention is as follows: the embodiment of the invention provides a method for determining the suction force at the bottom of a forced landing fuselage of an airplane on water, which comprises the following steps:
step 2, calculating a vertical inflow pressure peak value of the airplane structure corresponding to the geometric characteristic angle alpha according to the geometric characteristic angle alpha of the airplane;
step 3, acquiring the suction force at the bottom of the airplane body when the airplane is forced to land on water according to the pressure peak value of the vertical entering water calculated in the step 2, the geometric characteristic angle alpha acquired in the step 1 and a pre-constructed suction model; the method comprises the steps of obtaining a suction model, wherein a peak attenuation coefficient based on airplane configurations is introduced into the suction model, and the airplane configurations corresponding to different geometric characteristic angles alpha have corresponding peak attenuation coefficients.
Optionally, in the method for determining the suction force at the bottom of the airplane body to be forced to land on water as described above, before step 3, the method further includes:
analyzing the relation between the air suction at the bottom of the airplane body and the water pressure peak value P, the sinking speed v, the movement time t and the geometric characteristic angle alpha of the bottom structure of the airplane body when the airplane is forced to land on water, and establishing a suction model of the suction at the bottom of the airplane body when the airplane is forced to land on water.
Optionally, in the method for determining the suction force at the bottom of the airplane forced landing on water as described above, the suction force model of the suction force at the bottom of the airplane body is:
the peak value attenuation coefficient beta is 0.5-0.8 according to different configurations of the airplane.
Optionally, in the method for determining the suction force at the bottom of the airplane forced landing fuselage as described above, the step 1 includes:
step 11, determining the geometrical characteristics of the airplane body;
and step 12, determining a geometric characteristic angle alpha as an included angle between the bottom structure of the airplane body and the water surface according to the geometric characteristics of the airplane body.
Alternatively, in the method for determining the suction force at the bottom of the airplane forced landing fuselage as described above,
for both wedge-shaped fuselage structures and conventional fuselage structures, the geometric characteristic angle α is less than 90 ° and greater than 10 °, the fuselage bottom of the conventional fuselage structure being a circular or quasi-circular structure.
Optionally, in the method for determining the suction force at the bottom of the airplane forced landing fuselage as described above, the step 2 includes:
for both the wedge fuselage structure and the conventional fuselage structure, the pressure peak for the vertical entry of the aircraft was calculated as:
where ρ is the water density, C is the sound velocity in water, and V0For the instantaneous speed of the aircraft in water, different aircraft configurations are preconfigured with corresponding V0。
Alternatively, in the method for determining the suction force at the bottom of the airplane forced landing fuselage as described above,
for a fuselage structure with an approximately planar fuselage bottom, the geometric characteristic angle α is approximately 0 °.
Optionally, in the method for determining the suction force at the bottom of the airplane forced landing fuselage as described above, the step 2 includes:
for a fuselage structure with a bottom of the fuselage approximately planar, calculating the pressure peak value of the vertical inlet water of the aircraft as follows:
where ρ is the water density, C is the sound velocity in water, and V0For the instantaneous speed of the aircraft in water, different aircraft configurations are preconfigured with corresponding V0。
The invention has the advantages that: the embodiment of the invention provides a method for determining the suction force at the bottom of an airplane body of an airplane forced landing on water, which comprises the steps of calculating the pressure peak value of vertical entering water of an airplane configuration corresponding to the geometric characteristic angle by obtaining the geometric characteristic angle of the bottom structure of the airplane body, and obtaining the suction force at the bottom of the airplane body when the airplane is forced to land on water according to the pressure peak value of the vertical entering water, the geometric characteristic angle alpha and a pre-constructed suction model. According to the technical scheme of the embodiment of the invention, the technical problem that the suction effect at the bottom of the airplane body cannot be simulated when the airplane forced landing on water is analyzed by the conventional SPH method is solved by establishing the engineering model for correcting the suction at the bottom of the airplane body when the airplane forced landing on water is carried out; and the method starts from engineering application, has clear thought and strong operability. After the method for determining the suction force at the bottom of the airplane body of the airplane forced landing on water provided by the embodiment of the invention is adopted, the analysis precision of the airplane forced landing on water movement response based on SPH is obviously improved; in addition, the method takes the geometrical characteristics of the airplane into consideration, so that the method can be applied to different types of airplanes, has a very wide application range, and covers airplanes with various types of bottom structures.
Drawings
The accompanying drawings are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the example serve to explain the principles of the invention and not to limit the invention.
FIG. 1 illustrates the effect of suction on the attitude angle of an aircraft during forced water landing;
FIG. 2 is a flow chart of a method for determining the suction force at the bottom of a fuselage of an airplane forced landing on water according to an embodiment of the present invention;
FIG. 3 is a schematic illustration of an embodiment of the present invention for determining geometric characteristic angles of a wedge-shaped fuselage structure;
FIG. 4 is a schematic illustration of an embodiment of the present invention for determining geometric characteristic angles of a fuselage base for a circular or quasi-circular fuselage structure;
FIG. 5 is a schematic illustration of geometric characteristic angles of a fuselage structure for determining an approximate plane of the bottom of the fuselage in an embodiment of the present invention;
FIG. 6 is a schematic illustration of a calculated suction curve at the bottom of the fuselage of an aircraft to a bottom of the fuselage approximate plane as shown in FIG. 7 in an embodiment of the present invention. As shown in fig. 8, a schematic diagram of an aircraft attitude angle variation curve obtained by calculating a suction load at the bottom of the fuselage of an aircraft with an approximately planar bottom of the fuselage in the embodiment shown in fig. 7 is a structural schematic diagram of a rear fuselage of a certain transport aircraft in the specific embodiment of the present invention;
FIG. 7 is a schematic illustration of a calculated underbody suction curve for an aircraft to an underbody approximate plane in an embodiment of the present invention;
fig. 8 is a schematic diagram of an aircraft attitude angle variation curve calculated from the suction load at the bottom of the fuselage of an aircraft with the bottom of the fuselage approximately flat in the embodiment shown in fig. 7.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the embodiments and features of the embodiments in the present application may be arbitrarily combined with each other without conflict.
The following specific embodiments of the present invention may be combined, and the same or similar concepts or processes may not be described in detail in some embodiments. The invention is described in further detail below with reference to the description and the drawings.
The embodiment of the invention provides a method for determining the suction force at the bottom of an airplane forced landing on water, which is based on the Bernoulli principle, and establishes a calculation suction model of the suction force at the bottom of the airplane forced landing on water by analyzing the relationship between the air suction force at the bottom of the airplane body and a water pressure peak value P, a sinking speed v, a movement time t and a geometric characteristic angle alpha of a structure at the bottom of the airplane body; the peak attenuation factor attenuation coefficient based on the airplane configuration is introduced into the suction model, and the method can be suitable for airplanes with different fuselage configurations.
Fig. 2 is a flowchart of a method for determining the suction force at the bottom of the fuselage of the airplane forced landing on water according to an embodiment of the present invention. As shown in fig. 2, a method for determining a suction force at the bottom of a fuselage of an airplane forced landing on water according to an embodiment of the present invention may include the following steps:
The implementation process of step 1 in the embodiment of the present invention may include:
And 2, determining an included angle between the bottom structure of the airplane body and the water surface as a geometric characteristic angle alpha according to the geometric characteristics of the airplane body.
And 3, calculating the pressure peak value of the vertical inflow of the airplane structure corresponding to the geometric characteristic angle alpha according to the geometric characteristic angle alpha of the airplane.
In step 3, due to the wedge-shaped fuselage structure and the conventional fuselage structure, the geometric characteristic angle α is smaller than 90 ° and larger than 10 °, the bottom of the fuselage of the conventional fuselage structure is a circular or quasi-circular structure, fig. 3 is a schematic diagram for determining the geometric characteristic angle of the wedge-shaped fuselage structure in the embodiment of the present invention, and fig. 4 is a schematic diagram for determining the geometric characteristic angle of the fuselage bottom of the circular or quasi-circular fuselage structure in the embodiment of the present invention; in addition, for the fuselage structure with the bottom of the fuselage approximately in a plane, the geometric characteristic angle α is approximately 0 °, and fig. 5 is a schematic diagram of the geometric characteristic angle of the fuselage structure for determining the bottom of the fuselage approximately in a plane according to the embodiment of the present invention.
This step 2 embodiment includes the following two cases:
the first condition is as follows: for both the wedge fuselage structure and the conventional fuselage structure, the pressure peak for the vertical entry of the aircraft was calculated as:
where ρ is the water density, C is the sound velocity in water, and V0For the instantaneous speed of the aircraft in water, different aircraft configurations are pre-configured with corresponding V0。
Case two: for a fuselage structure with a plane-like fuselage bottom, calculating the pressure peak value of the vertical water inlet of the aircraft as follows:
where ρ is the water density, C is the sound velocity in water, and V0For the instantaneous speed of the aircraft in water, different aircraft configurations are preconfigured with corresponding V0。
Step 4, acquiring the suction force at the bottom of the airplane body when the airplane is forced to land on water according to the pressure peak value of the vertical entering water calculated in the step 3, the geometric characteristic angle alpha acquired in the step 2 and a pre-constructed suction model; the peak attenuation coefficient based on the aircraft configuration is introduced into the suction model, and the aircraft configurations corresponding to different geometric characteristic angles alpha have corresponding peak attenuation coefficients.
In an implementation manner of the embodiment of the present invention, step 4 may further include, before the step, that:
analyzing the relation between the air suction at the bottom of the airplane body and the water pressure peak value P, the sinking speed v, the movement time t and the geometric characteristic angle alpha of the bottom structure of the airplane body when the airplane is forced to land on water, and establishing a suction model of the suction at the bottom of the airplane body when the airplane is forced to land on water; the constructed suction model is as follows:
beta is a peak value attenuation coefficient, t is the action time of the airplane and the water surface, and the value of the peak value attenuation coefficient beta is 0.5-0.8 according to different airplane configurations.
The method for determining the suction force at the bottom of the airplane body of the airplane forced landing on water provided by the embodiment of the invention comprises the steps of obtaining a geometric characteristic angle of a bottom structure of the airplane body, calculating a pressure peak value of vertical entering water of the airplane configuration corresponding to the geometric characteristic angle, and obtaining the suction force at the bottom of the airplane body when the airplane is forced to land on water according to the pressure peak value of the vertical entering water, the geometric characteristic angle alpha and a pre-constructed suction model, wherein the peak attenuation coefficient based on the airplane configuration is introduced into the suction model, and the peak attenuation coefficient is specifically embodied that the airplane configurations corresponding to different geometric characteristic angles have corresponding peak attenuation coefficients. According to the technical scheme of the embodiment of the invention, the technical problem that the suction effect at the bottom of the airplane body cannot be simulated when the airplane forced landing on water is analyzed by the conventional SPH method is solved by establishing the engineering model for correcting the suction at the bottom of the airplane body when the airplane forced landing on water is carried out; and the method starts from engineering application, has clear thought and strong operability. After the method for determining the suction force at the bottom of the airplane body of the airplane forced landing on water provided by the embodiment of the invention is adopted, the analysis precision of the airplane forced landing on water movement response based on SPH is obviously improved; in addition, the method takes the geometrical characteristics of the airplane into consideration, so that the method can be applied to different types of airplanes, has a very wide application range, and covers airplanes with various types of bottom structures.
The following describes an embodiment of a method for determining the suction force at the bottom of a forced landing fuselage of an aircraft according to an embodiment of the present invention.
The specific embodiment provides a method for determining the suction force at the bottom of the water forced landing fuselage of a certain transport plane. Fig. 6 is a schematic structural view of a rear body of a certain transport plane according to an embodiment of the present invention, where the left drawing in fig. 6 shows the rear body, and the right drawing is a schematic sectional view of the rear body. The specific implementation steps are as follows:
step 1: determining the geometrical characteristics of the airplane according to the water inlet part of the airplane body, wherein the rear airplane body structure of a certain transporter is shown in figure 6, and the cross section of the bottom of the airplane body of the water contact part is approximately a plane;
step 2: according to the geometric features of the airframe determined in the step 1, the geometric feature angle alpha of the bottom of the airframe is determined to be about 0 degrees with reference to fig. 5, and for the aircrafts with other airframe bottom structures, the manner of determining the geometric feature angle alpha can be referred to in fig. 3 and fig. 4;
and step 3: the pressure peak is calculated using the following equation:
where ρ is the water density, C is the sound velocity in water, and V0For the instantaneous speed of the aircraft in water, different aircraft configurations are preconfigured with corresponding V0。
And 4, step 4: the fuselage bottom suction was calculated as follows, the peak attenuation coefficient was taken to be 0.5, and the resulting fuselage bottom suction curve is shown in fig. 7.
Wherein beta is a peak value attenuation coefficient, t is the action time of the airplane and the water surface, and the value of the peak value attenuation coefficient beta is 0.5.
Fig. 7 is a schematic diagram of a bottom fuselage suction curve of an aircraft to a bottom fuselage approximate plane calculated in an embodiment of the present invention. Fig. 8 is a schematic diagram of an aircraft attitude angle change curve calculated by using the suction load at the bottom of the aircraft with the bottom of the aircraft body approximately flat in the embodiment shown in fig. 7.
By applying the suction load shown in fig. 7, the change curve of the attitude angle of the airplane obtained by calculation is shown in fig. 8, and it can be known that the analysis accuracy is remarkably improved after the suction load obtained by the method is applied.
Although the embodiments of the present invention have been described above, the above description is only for the convenience of understanding the present invention, and is not intended to limit the present invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (2)
1. A method for determining the suction force at the bottom of a forced landing fuselage of an airplane on water is characterized by comprising the following steps: the method comprises the following steps:
step 1, acquiring a geometric characteristic angle alpha of a bottom structure of an airplane body;
step 2, calculating a vertical inflow pressure peak value of the airplane structure corresponding to the geometric characteristic angle alpha according to the geometric characteristic angle alpha of the airplane;
step 3, acquiring the suction force at the bottom of the airplane body when the airplane is forced to land on water according to the pressure peak value of the vertical entering water calculated in the step 2, the geometric characteristic angle alpha acquired in the step 1 and a pre-constructed suction model; the method comprises the following steps that a peak value attenuation coefficient based on airplane configurations is introduced into a suction model, and the airplane configurations corresponding to different geometric characteristic angles alpha have corresponding peak value attenuation coefficients;
wherein the step 1 comprises:
step 11, determining the geometrical characteristics of the airplane body; step 12, determining a geometric characteristic angle alpha as an included angle between a bottom structure of the airplane body and the water surface according to the geometric characteristics of the airplane body; for a wedge-shaped fuselage structure and a conventional fuselage structure, the geometric characteristic angle alpha is smaller than 90 degrees and larger than 10 degrees, and the bottom of the fuselage of the conventional fuselage structure is a circular or quasi-circular structure; for a fuselage structure with a fuselage bottom that is approximately planar, the geometric characteristic angle α is approximately 0 °;
the step 2 comprises the following steps:
for both the wedge fuselage structure and the conventional fuselage structure, the pressure peak for the vertical entry of the aircraft was calculated as:
where ρ is the water density, C is the sound velocity in water, and V0For the instantaneous speed of the aircraft in water, different aircraft configurations are preconfigured with corresponding V0；
For a fuselage structure with a plane-like fuselage bottom, calculating the pressure peak value of the vertical water inlet of the aircraft as follows:
where ρ is the water density, C is the sound velocity in water, and V0For the instantaneous speed of the aircraft in water, different aircraft configurations are preconfigured with corresponding V0。
2. The method for determining the suction at the bottom of the airplane forced landing on water as claimed in claim 1, wherein said step 3 is preceded by the steps of:
analyzing the relation between the air suction at the bottom of the airplane body and the water pressure peak value P, the sinking speed v, the action time t between the airplane and the water surface and the geometric characteristic angle alpha of the bottom structure of the airplane body when the airplane is forced to land on water, and establishing a suction model of the suction at the bottom of the airplane body when the airplane is forced to land on water.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011602287.7A CN112607047B (en) | 2020-12-29 | 2020-12-29 | Method for determining suction force at bottom of airplane body of airplane forced landing on water |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011602287.7A CN112607047B (en) | 2020-12-29 | 2020-12-29 | Method for determining suction force at bottom of airplane body of airplane forced landing on water |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112607047A CN112607047A (en) | 2021-04-06 |
| CN112607047B true CN112607047B (en) | 2022-06-28 |
Family
ID=75249294
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011602287.7A Active CN112607047B (en) | 2020-12-29 | 2020-12-29 | Method for determining suction force at bottom of airplane body of airplane forced landing on water |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112607047B (en) |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE20021959U1 (en) * | 2000-12-27 | 2001-07-12 | Schmid, Andreas, 81543 München | Aircraft ditching device |
| CN103158887A (en) * | 2012-08-08 | 2013-06-19 | 中国特种飞行器研究所 | Fixed wing aircraft open-water-area ditching test apparatus |
| EP2815962A1 (en) * | 2013-06-18 | 2014-12-24 | The Boeing Company | Attitude control of an aircraft in a ditching condition |
| CN104596729A (en) * | 2014-06-26 | 2015-05-06 | 中国特种飞行器研究所 | Test method for ditching towing tank of fixed-wing airplane model |
| CN107082112A (en) * | 2017-03-30 | 2017-08-22 | 中国航空工业集团公司西安飞机设计研究所 | A kind of aircraft ditching is met an urgent need threshold |
| CN108090262A (en) * | 2017-12-03 | 2018-05-29 | 中国直升机设计研究所 | Particle based on SPH theory helicopter dampening LOAD FORs is to construction method |
| CN109506887A (en) * | 2018-12-21 | 2019-03-22 | 中国特种飞行器研究所 | A kind of rotor class deplanement weight-type lift simulation ditching test method |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7883052B2 (en) * | 2006-12-19 | 2011-02-08 | The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration | Aircraft wing for over-the-wing mounting of engine nacelle |
| US20140252165A1 (en) * | 2013-03-06 | 2014-09-11 | Bell Helicopter Textron Inc. | Crash Load Attenuator for Water Ditching and Floatation |
-
2020
- 2020-12-29 CN CN202011602287.7A patent/CN112607047B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE20021959U1 (en) * | 2000-12-27 | 2001-07-12 | Schmid, Andreas, 81543 München | Aircraft ditching device |
| CN103158887A (en) * | 2012-08-08 | 2013-06-19 | 中国特种飞行器研究所 | Fixed wing aircraft open-water-area ditching test apparatus |
| EP2815962A1 (en) * | 2013-06-18 | 2014-12-24 | The Boeing Company | Attitude control of an aircraft in a ditching condition |
| CN104596729A (en) * | 2014-06-26 | 2015-05-06 | 中国特种飞行器研究所 | Test method for ditching towing tank of fixed-wing airplane model |
| CN107082112A (en) * | 2017-03-30 | 2017-08-22 | 中国航空工业集团公司西安飞机设计研究所 | A kind of aircraft ditching is met an urgent need threshold |
| CN108090262A (en) * | 2017-12-03 | 2018-05-29 | 中国直升机设计研究所 | Particle based on SPH theory helicopter dampening LOAD FORs is to construction method |
| CN109506887A (en) * | 2018-12-21 | 2019-03-22 | 中国特种飞行器研究所 | A kind of rotor class deplanement weight-type lift simulation ditching test method |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112607047A (en) | 2021-04-06 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| Ito et al. | Improvements in the reliability and quality of unstructured hybrid mesh generation | |
| CA2583468C (en) | Method for designing a flight vehicle | |
| Mavriplis et al. | Supersonic configurations at low speeds (SCALOS): Test/Simulation correlation studies | |
| CN112607047B (en) | Method for determining suction force at bottom of airplane body of airplane forced landing on water | |
| Kwak et al. | Flight test measurements of surface pressure on unmanned scaled supersonic experimental airplane | |
| Barber et al. | A technical note on the appropriate CFD boundary conditions for the prediction of ground effect aerodynamics | |
| CN115618499A (en) | Wide-speed-domain thin airfoil multi-objective optimization design method considering three-dimensional influence | |
| US11299253B2 (en) | Transonic airfoil, wing, and aircraft | |
| CN109871562B (en) | Method for calculating floating characteristic of airplane forced landing on water through hydrostatic surface based on Catia secondary development | |
| Behbahani-Nejad et al. | Reduced-order modeling of three-dimensional unsteady partial cavity flows | |
| Carnes et al. | Benchmarking the Langtry-Menter Transition Model Using OVERFLOW for the AIAA Transition Modeling Workshop | |
| Reinbold et al. | Aeroelastic Dataset Generation Using CFD-CSM Simulations with a Chimera Approach for Control Surfaces | |
| Yamada et al. | Aerodynamic characteristics of three-dimensional membrane aeroshells in supersonic flow | |
| Kasuga et al. | A New F-Function for the Low-Boom Aircraft Design with Trim Requirement | |
| CN115879374A (en) | Supercritical airfoil pattern sample sampling method and storage medium | |
| Demir et al. | Trajectory calculation of a store released from a fighter aircraft | |
| bin Abu Bakar et al. | Aerodynamics Analysis on Unsymmetrical Fuselage Models | |
| Krus et al. | Effects of Tailored Control Surface Compliance on Aircraft Stability and Control | |
| Hurley et al. | Supercritical airfoil flowfield measurements | |
| MacWilkinson et al. | Correaltion of full-scale drag predictions with flight measurements on the C-141A aircraft. Phase 2: Wind tunnel test, analysis, and prediction techniques. Volume 1: Drag predictions, wind tunnel data analysis and correlation | |
| Pang et al. | Application of compatibility test and data reconstruction in QTG test of civil aircraft engineering simulator | |
| Halstrom et al. | Enhancement of Applied Aerodynamics Simulations Using Adaptive Mesh Refinement | |
| Xie et al. | Wall Interference Assessment of Two-Dimensional Wind Tunnel Test Using Panel Method | |
| Liebeck | Low Reynolds number airfoil design for subsonic compressible flow | |
| Swan | A DISCUSSION OP SELECTED AERODYNAMIC PROBLEMS ON INTEGRATION OP PROPULSION SYSTEMS WITH AIRPRAME ON TRANSPORT AIRCRAFT |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |