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Abstract
The purpose of this article is to provide a synthetic and comparative view of selected aircraft and rotorcraft (nearly 300
of them) from past and present. We report geometric characteristics of wings (wing span, areas, aspect-ratios, sweep
angles, dihedral/anhedral angles, thickness ratios at root and tips, taper ratios) and rotor blades (type of rotor, diameter,
number of blades, solidity, rpm, tip Mach numbers); aerodynamic data (drag coe$cients at zero lift, cruise and maximum
absolute glide ratio); performances (wing and disk loadings, maximum absolute Mach number, cruise Mach number,
service ceiling, rate of climb, centrifugal acceleration limits, maximum take-o! weight, maximum payload, thrust-to-
weight ratios). There are additional data on wing types, high-lift devices, noise levels at take-o! and landing. The data are
presented on tables for each aircraft class. A graphic analysis o!ers a comparative look at all types of data. Accuracy
levels are provided wherever available. 2000 Elsevier Science Ltd. All rights reserved.
Contents
1. Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 631
2. Reliability of the data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 632
3. Aerodynamic data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 632
3.1. Drag coe$cients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 633
3.2. Lift}drag ratio. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 635
3.3. Cruise Lift and high-lift performances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 636
4. Selected performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637
4.1. Mach number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637
4.2. Normal acceleration limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637
4.3. Rate of climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 638
4.4. Hover ceiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 638
4.5. Maximum take-o! weight and other weights. . . . . . . . . . . . . . . . . . . . . . . . . . . . 638
4.6. Wing loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 638
4.7. Noise levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 638
5. Geometrical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 639
5.1. Wing geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 639
5.2. Wing span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 640
5.3. Aspect-ratios and shape parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 640
0376-0421/00/$ - see front matter 2000 Elsevier Science Ltd. All rights reserved.
PII: S 0 3 7 6 - 0 4 2 1 ( 0 0 ) 0 0 0 1 1 - 7
630 A. Filippone / Progress in Aerospace Sciences 36 (2000) 629}654
Nomenclature Subscripts/superscripts
Aircraft designation
Aircraft and rotorcraft are identixed by company name (Antonov, Lockheed)#designation (An-124, F-117)#version
(A, B); nickname (Ruslan, Raptor) is rarely used. In the graphics the company names are added only occasionally.
Refer to the data base [1] for full information and data that for clarity are not labelled.
A. Filippone / Progress in Aerospace Sciences 36 (2000) 629}654 631
Table 1
Drag and lift data of some aircraft
¸ 3 ing values at M"0.8 and 1.2. This di!erence can be of
"4 1# (2)
D M the order DC &0.4}0.5, as shown in Fig. 6 (data
"
gathered from Poisson-Quinton and Boppe). The "gure
is generally assumed as a benchmark to de"ne a band of shows data in four bands, each consisting of an aircraft
state-of-the-art values at supersonic speeds [12]. Eq. (2) class.
yields ¸/D"19 at M"0.8, and ¸/D"10 at M"2. At The ratio l/d in the abscissa is the equivalent slender-
supersonic speeds the aerodynamic performances deteri- ness of the aircraft, with d"(4S /p), and S the
orate sharply, due to the e!ects of the shock waves. aircraft's maximum cross-sectional area. The drag jump
decreases with the increasing slenderness, and is strongly
dependent on the amount and types of external stores.
Minimum penalties are of course obtained with clean
con"gurations. For reference, also the drag of the
Sears}Haack body having the same slenderness l/d is
shown. This is a body of minimum wave drag at super-
sonic speed, whose theoretical value is independent of
the speed [29]
9 1
C " p . (3)
" 8 (l/d)
for the XB-70A &24. The benchmark values are found model -30, the Douglas corporation added a LE slat,
from Eq. (2) multiplied by M. with a new LE design of the main wing to accommodate
the retracted slat and an extended wing chord. Vane and
3.3. Cruise lift and high-lift performances #ap geometries are the same.
Case 2 is a twin turboprop for short-range transport.
Landing and take-o! speeds depend on the maximum The estimated C
at cruise, take-o! and landing con-
*
lift that can be produced by the aircraft through its "gurations is shown, with the corresponding setting of
control surfaces. These can be unpowered multi-element the #ap angle.
wing systems (most cases) and powered systems: over- Case 3 is a selection of wide body long-range subsonic
the-wing blowing (YC-14, An-72/74), vectored thrust jets with TE #ap systems of increasing complexity. In
(Lockheed C-17A, Lockheed F-22A, Sukhoi S-37), pro- particular, the B-747 features a variable camber Kruger
pulsive (direct) lift (BAe Sea Harrier, Harrier II). slat at the LE.
C
"gures for unpowered high-lift systems are in the Case 4 is given by two heavy lift military transports of
*
range 2.0}3.0; with powered systems C
&8}10 have the Lockheed company.
*
been reported, although not all systems successfully tes- Case 5 is an example of powered lift systems (upper
ted on experimental aircraft have been applied [7,30,31]. surface blown #ap and vectored thrust), with estimated
Table 2 summarizes the high lift systems for some average performances at landing. The YC-14 also fea-
aircraft (see nomenclature for symbols). These aircraft tures a boundary layer control system at the wing's
have complex mechanical systems that consist of several leading edge.
spanwise segments. Case 6 is a comparison between two supersonic mili-
Leading-edge elements are either rigid slats or Kruger tary jets, the experimental X-29A, with forward swept
#aps, with a variable camber, and therefore are more wing, and the SAAB JA 37, with close-coupled fore-
#exible. Trailing-edge devices consist of up to three ele- plane-D wing (called double D). In both cases high lift is
ments. In some "ghter aircraft there is a leading-edge obtained by controlling the downstream vortex #ow on
droop (BAe Hawk 200). The function of the multi- the main wing through the canards/foreplanes, the latter
element wings is to increase the e!ective wing area, the ones equipped with their own control surfaces.
e!ective camber, the pressure suction peak, and to pro- Fig. 7 shows the technological progress toward im-
vide boundary layer control. Ref. [32] discusses both proved high-lift systems. The aircraft are ordered by
aircraft design problems and state-of-the-art computa- increasing complexity of their control systems. The only
tional methods for high lift. two examples of powered systems in the graphic have
Case 1 refers to two di!erent versions of the same minimum limits above the best performances obtained
commercial jet aircraft, the DC-9. In a later version, the with triple-slotted Fowler #aps (TSF) and Kruger slats.
Table 2
High-lift systems and estimated C for some aircraft
*
Case Aircraft LE TE C
Notes
*
1 Douglas DC-9-10 * DSF 2.50 1-g #ight data
Douglas DC-9-30 SL DSF 2.73 1-g #ight data
Fig. 7. C
versus complexity of the high lift system for selected close to the point where the transonic drag starts to build
*
production aircraft (except YC-14). The graphic also shows the up (this point is about 90}93% of the maximum absolute
boundary between mechanical systems (unpowered) and pow- speed with supercritical wing section).
ered systems. For "ghter aircraft the Mach number reported is the
absolute maximum in the aircraft #ight envelope. This
speed can be sustained for a short time over a narrow
range of altitudes (supersonic dash), as shown in Fig. 8
4. Selected performance data (envelope 4). Most of the aircraft in this class can #y for a
long range only at transonic speeds; a few are able of
As for the aerodynamic characteristics, full data for the maintaining supersonic Mach numbers at all altitudes,
aircraft performances would require knowledge of all the including sea level (supercruise).
aircraft #ight envelopes. Here again we choose particular The reason for this apparent discrepancy in the
operation points: maximum absolute speed in horizontal database is that the absolute Mach number for commer-
#ight, cruise Mach number at altitude, stalling velocity cial jets is of lesser interest, because the aircraft is never
with control surfaces at full extension (some aircraft operated at that speed.
types), service ceiling, hover ceiling out of ground e!ect
(rotorcraft only). Other speci"c performance parameters
are discussed in the section concerning the comparative 4.2. Normal acceleration limits
analysis.
An example of #ight envelopes is shown in Fig. 8, The g>-limits are the absolute maximum centrifugal
where the critical operation points are noted for 4 types accelerations an aircraft can sustain during transonic or
of aircraft (these envelopes have been extrapolated from supersonic maneuver before incurring structural damage.
the available data). This limit is dependent on the type and number of ex-
Envelope 4 is for clean con"guration and afterburning ternal stores, mission set up and speed. The maximum
thrust. For this aircraft, as well as other aircraft in the accelerations are obtained at transonic speeds. The nega-
same class, #ight envelopes are dependent of the external tive acceleration limits, g\, are much smaller. For "ghter
stores. The actual maximum speed at maximum thrust at and attack aircraft g\&g>/2; for rotorcraft (mostly
given altitude is dependent on drag and aircraft gross AT-vehicles) it is reasonable to assume g\&g>/3. For
weight. supersonic "ghters the best values are g>"8}9 at trans-
onic speeds, g>"6}7 at supersonic speeds. The best
4.1. Mach number rotorcraft g>-limits are g>"3. Acrobatic airplanes per-
form even better, with g>&12 or higher (see Table 6).
The values provided depend on the type of aircraft.
For commercial aircraft (subsonic jets, twin turboprops,
business jets) M is the economic long-range cruise Mach The data provided are reached with afterburning thrust and
number ($0.02). At the operating lift coe$cient M is a clean con"guration.
638 A. Filippone / Progress in Aerospace Sciences 36 (2000) 629}654
4.3. Rate of climb For example, the aircraft Grumman A-6E is reported to
have a MTOW&27,400 kg for take-o! from "eld, and
The absolute maximum rates of climb, R , are pro- MTOW"26,800 kg, if take-o! is assisted by catapult on
!
vided, except for all the turboprops, whose data are for aircraft carrier. This MTOW is also susceptible to in-
sea level conditions. The highest R are reached at alti- crease in later versions of the same aircraft.
!
tudes that depend on the aircraft, namely of the engine For heavy lift helicopters values of MTOW are given
thrust rates and the aerodynamic e$ciency. In steady for internal loads (i.e. inside the aircraft). Some vehicles
#ight the rate of climb assumes a simple expression are able to operate with oversize slung loads (Mil-10 and
Boeing-Vertol CH-47D). We report only the perfor-
¹ D mances for maximum internal payload. The remaining
R "u ! , (4)
! = cos c ¸ data are conforming with this convention.
where c is the angle of climb. If the angle of climb is small
(typically less than 103), then 4.6. Wing loading
¹ D The maximum wing loadings =/A are computed using
R Ku ! (5)
! = ¸ the MTOW and the wing area as de"ned above. For
VSW aircraft the area at maximum sweep has been used,
is a good approximation. The R in Eqs. (4) and (5) is
! when available. Wing loading is not computed for
given in m/s, but the technical practice is to express
this data in m/min. Fighter jets reach R &10,000} BWB-aircraft. Fig. 9 shows the =/A trends versus the
! aircraft Mach number. If the supersonic aircraft are shif-
18,000 m/min, with the MiG-29 claiming R &
! ted to transonic #ight condition (M"0.8}0.85) the data
20,000 m/min. This corresponds to a vertical climb of
about 20 body lengths per second! are clean, with wing loadings well correlated by an ex-
ponential "t.
For rotorcraft the values reported are obtained in
inclined forward #ight. Climb rates in vertical #ight are
lower. Typical values are R &500}800 m/min for state- 4.7. Noise levels
!
of-the-art AT-vehicles, lower for all other types. The AT
helicopter Kamov Ka-29 claims R &890 m/min, which Noise emissions are expressed in e!ective perceived
!
corresponds to about 0.9 rotor diameter lengths per noise, in dB (EPNdB), as certi"ed by the international
second. If we consider average data, R &0.6}0.7 dia- authorities for each aircraft type and for speci"ed condi-
!
meter lengths per second. tions: take-o!, #y-over/landing, and sideline, at standard
Fig. 11. Noise levels at take-o! and landing in EPNdB as certi"ed for di!erent classes of aircraft: 1"helicopters; 2"twin turboprops
for regional transport; 3"business jets; 4"regional jets; 5"subsonic commercial transports; 6"Concorde.
640 A. Filippone / Progress in Aerospace Sciences 36 (2000) 629}654
Table 3
aircraft slenderness and corresponding speed
use of cranked wings (some Dassault business jets, B-747, B-777). This trend is likely to be followed in the
Fokker F-28, Canadair RJ CL-600, Tupolev Tu-144). future.
Sweep angles can be de"ned also for LERX, canards, Wing thickness ratios (particularly at root) are depen-
foreplane and tailplane wings. Forward swept wings are dent of the speed range of the aircraft. Fig. 13 is a plot of
available only on research aircraft (Grumman X-29A, (t/c) versus the cruise or maximum Mach number for all
Sukhoi S-37). classes of aircraft. Thickness ratios at root range from
For VSW-aircraft A, b, AR, and =/A are provided at 21% of twin turboprops (commuters and short-range
maximum sweep angle. Sweep angles are generally pos- transport), to 4% (supersonic "ghters); (t/c) can be as low
sible at 3 or 4 discrete positions (for example: MiG-23, as 3%. Thickness ratios are variable on all VSW aircraft.
MiG-27, Sukhoi Su-24, Tornado ADV; Tupolev Tu-22 Data for the Tornado ADV are (t/c) variable from 12 to
and Tu-160). Wing sweep in continuously variable on the 6%, from minimum-to-maximum sweep. Helicopter ro-
GE F-111 and the Rockwell B1-B. tor blades have t/c"7}15%. Blade thickness is constant
on most LC vehicles and variable on all high perfor-
5.5. Airfoil sections mance vehicles.
Fig. 14. Wing angle setting at root. Mach number is the long
Fig. 15. Taper versus sweep versus sweep angle, all aircraft
range cruise for civil aircraft, and maximum absolute speed for
military vehicles. Dashed lines are power "t of the data. types.
5.6. Other geometrical characteristics jets, many commercial jets, some military aircraft),
stabilizing #oats (all amphibian vehicles), tanks (Aer-
Dihedral and anhedral angles, b, are computed from macchi SF-260 and MB-339, Learjet 35A, Piper PA-42),
the wing roots at the leading edge line. The accuracy is Hoerner tips (some light aircraft, Fairchild A-10A). Ro-
estimated at $30. The b values are very dependent on torcraft tips are either swept back (AH-64D, Ka 52,
where the reference points are taken (quarter-chord, trail- Mil-28, Mil-38, S-90, Bell 222) or have a sophisticated
ing-edge). Typical values are as follows: b"!5 to !23 contouring (ex. BERP tips on EH.101, NH.90, Westland
for military cargos (high wing); b"5}73 for commercial Lynx).
jet transports (low wing); b"!10 to 0 for supersonic jet
"ghters.
Boundary layer control is generally needed on the 6. Comparative analysis
suction side of the wing. Typical devices include fences
(F-102, BAe Hawk 200, Cessna 650) and vortex gener- We have performed some comparative analysis for the
ators. The largest wings on record (Antonov An-124 and same class of aircraft, and across the whole spectrum of
An-225) are clean. aircraft types. While some data show a relative scatter,
The wing angle settings at the root, Fig. 14, are others are remarkably clean. The data plotted refer only
a &1}5 for business turboprops, zero (or nearly so) for to the aircraft and rotorcraft in the database.
most supersonic "ghters. Most wings aircraft have Each aircraft class has its own speci"c charac-
a washout, e.g. a twist that is aimed at reducing the teristics, from single-point design (most commercial
e!ective angle of attack at cruise conditions, and hence vehicles), to multi-point design (virtually all the military
premature tip stall. Tip incidence can be negative. vehicles).
The taper ratio j"c /c is shown in Fig. 15 in terms of
the aircraft speed. The FSW aircraft have taper ratios of 6.1. Helicopters
the same order as conventional supersonic wings.
The blade chord of most helicopters is constant, al- The main rotor's technology comes in a number of
though the airfoil section may vary and the blade may be di!erent examples: single rotors (most vehicles), tan-
twisted (CH-47D, Mil-38). One notable exception is the dem/twin rotors (Boeing Vertol H-46, CH-47, Piasecki
tilt rotor Bell-Boeing V-22, which has a variable chord: H-21), tilt rotors (Boeing-Sikorski V-22, Bell-Agusta
c "0.90 m, c "0.56 m (this rotor has the characteristics BA-609), intermeshing rotors (Kaman K-max 1200), co-
of a large propeller). axial counter rotating (Kamov Ka-29, Ka-32, Ka-50,
Tip devices are now available on all the advanced Ka-52, Ka-115, Ka-116, Ka-226A). The latter designs are
vehicles. Typical features include winglets (most business tailless con"gurations. Tailless helicopters are also the
A. Filippone / Progress in Aerospace Sciences 36 (2000) 629}654 643
Table 4
rotorcraft data and performances (see nomenclature for symbols)
Bell 209 SeaCobra AT 2 13.41 0.84 333 311 0.0798 0.424 0.148 4535 32.11
Bell 406/OH-58D AT 4 10.67 0.24 232 395 0.0573 0.292 0.077 2500 27.96 2225
Bell 407 GE 4 10.67 0.27 237 413 0.0644 0.285 0.089 2270 25.39 3170
Bell 412 UT 4 14.02 0.40 230 314 0.0727 0.277 0.103 5260 34.07 1580
Bell AH-1W SuperCobra AT 2 14.63 0.84 282 311 0.0731 0.329 0.175 6700 39.86 915
Bell 427 GE 4 11.28 0.27 250 395 0.0610 0.298 0.080 2835 28.37 4240
Bell/Boeing V-22 TR 3 11.61 0.76 185 333 0.1201 0.254 0.235 27,440 129.60 4330
BoeingVertol 114/CH-47D TW 3 18.29 0.81 260 225 0.0846 0.335 0.132 24,500 46.62 1670
MD-500E LC 5 8.05 0.17 248 492 0.0672 0.332 0.064 1360 26.74 1830
Enstrom 480 LC 3 9.75 0.24 204 334 0.0470 0.332 0.074 1300 17.32 3720
Aerospatiale 332 UT 4 15.60 0.60 266 265 0.0979 0.341 0.113 8600 44.99 2300
Aerospatiale 532 GE 4 15.60 0.60 262 265 0.0979 0.336 0.114 9000 47.09 1650
Aerospatiale 550 GE 3 10.69 0.35 248 394 0.0625 0.312 0.105 2250 25.07 2250
Aerospatiale 565N GE 4 11.94 0.40 287 350 0.0853 0.364 0.092 4250 37.96 1200
Eurocopter EC 365N GE 4 11.94 0.40 278 350 0.0853 0.353 0.095 4250 37.96 1200
Eurocopter BO 105 LC 4 9.84 0.27 240 424 0.0699 0.305 0.090 2500 32.87 455
Eurocopter EC 120B LC 3 10.00 0.26 228 415 0.0497 0.291 0.089 1700 21.65 2530
Mitzubishi BK-117 GE 4 11.00 0.32 248 383 0.0741 0.312 0.093 3350 35.25 3000
Kaman Seasprite UT 4 13.81 0.59 252 298 0.2176 0.325 0.132 6120 40.88 5845
Mil Mi-26 C 8 32.00 0.92 295 132 0.1464 0.371 0.078 56,000 69.63 1500
Mil Mi-28 AT 5 17.20 0.67 265 242 0.1240 0.338 0.115 11,400 49.06 3600
Notes. (1) h is the hovering ceiling OGE. (2) V-22 has c "0.90 m, c "0.56 m; speed given in helicopter mode. (3) Bell 412:
c "0.40 m, c "0.22 m. (4) Average blade chord for AS 565N, AS 365N, EC 155B: c "0.405 m, c "0.385 m. (5) Mil-26: largest
helicopter; carries payload of same weight at Lockheed C-130J.
new series of light and utility vehicles MD 520 and MD Most of the data of A- , G- , U-vehicles fall within the
530. The number of blades ranges from 2 (most Bell power "t curves
helicopters) to 8 (Mil-26).
Rotor loadings give a measure of the aircraft size =/A&1.019 =
, =/A&0.202 =
, (8)
needed to lift a given gross weight, Stepniewski and Keys
[38]. A partial list of data is presented in Table 4. where we assume the weight ="MTOW. The tail rotor
The rotor equivalent disk loading =/A is shown in diameter is also well correlated to the rotor disk loading
Fig. 16, where the rotorcraft are compared at constant by
technology level. When exception is done for old techno-
logy (for example Sikorsky S-61 of the 1950s, Aero- D
&0.127 exp (8.2 10\=/A). (9)
spatiale S321 of the 1960s, and a few others), the correla- D
tion is impressive.
The data of Fig. 16 have been separated into rotorcraft Both data and correlation are shown in Fig. 17 (for
classes, and are well correlated by power "t curves, with helicopters having a tail rotor). EC 135 and EC 365N
a few exceptions: the G-vehicles of the Mil family (Mil-8, have a ducted tail rotor with staggered blades for reduced
Mil-14, Mil-17, Mil-38) have unusually large diameters, noise. Their design point is eccentric, but is has been
hence a relatively low disk loading. However, they are considered in the determination of the curve "t.
aligned in their own design space. The T-vehicles are The rotorcraft speed u is the maximum speed in for-
correlated by a linear "t, due to the low number of items ward #ight at sea level. This is slightly lower than the
on record. The bending of the "t curve is an indication absolute maximum speed (never to exceed speed), Fig. 8
of disk loading increasing at a faster pace than gross (envelope 1). With this de"nition we can compare ad-
take-o! weight. The tilt rotor Bell-Boeing V-22 has vance ratios and tip Mach numbers for di!erent helicop-
extraordinarily large disk loading, as does the heavy lift ters. The range of maximum speeds is 200}300 km/h.
Sikorsky S-80/CH-53E (the performance of the V-22 is Only a few helicopters are capable of operating at higher
intended for helicopter mode). speeds: MD AH-64D has u "360 km/h; Lockheed
644 A. Filippone / Progress in Aerospace Sciences 36 (2000) 629}654
Fig. 16. Rotorcraft disk loading trends. Some vehicles are indicated to show extreme values of MTOW and W/A. Bell-47 was the "rst
commercial helicopter (1947); Mil 26 is the largest vehicle in terms of MTOW. The G-vehicles are both civil and military general utility
vehicles; the T-vehicles consist of tandem rotors, except the V-22 that is a tilt rotor.
AH-56 u "407 km/h (though with compound thrust), vance ratio (Fig. 19). The data are correlated by a line "t
due to limits imposed by #ight instability, excessive described by
tip Mach numbers, dynamic stall e!ects on rotating
M "1.031;10\ u#0.603,
parts.
The main rotor's rpm reported in Table 4 are indicated M "0.661 k#0.652, (10)
as either constant or variable over a narrow range. Typi-
cal rotor speeds are 120}400 rpm. Some rotorcraft fea- where u is the sea level speed in km/h. An exception
ture automatic control of the speed (for example, many is the relatively low M of the Enstrom 480, that
helicopters of the Kamov series). Tail rotors turn at much features NACA 0012 airfoils sections. This airfoil is
higher rates, 1000}3000 rpm. known for having poor transonic properties [39]:
The computed tip Mach number is shown as a func- drag divergence is estimated at M"0.7 at incidence
tion of the maximum sea level speed (Fig. 18) and ad- a"43.
A. Filippone / Progress in Aerospace Sciences 36 (2000) 629}654 645
Fig. 18. Tip Mach number at maximum S/L speed. The perfor- Fig. 20. Rotor solidity versus the diameter for all rotorcraft
mance for RAH-66 has been extrapolated from the maximum types. Value for V-22 is found from average blade chord
absolute speed. c "0.76 m.
Note. (1) All swept back wings (sweep around LE or QC), except C-130J, C-133B, G-222, An-22. (2) Wing mounted high, except A300, KC-10A, KC-135A, Il-96T, B-747. (3) Winglets
on Il-96T, C-17A. (4) Propulsion: C-141B, C-130J, An-22, An-70, G-222 are turboprops; others are jets. (5) Alenia G-222: sweep at outer panels. (6) Antonov An-22: largest propeller
A. Filippone / Progress in Aerospace Sciences 36 (2000) 629}654
driven aircraft; 4-bladed counter-rotating propfans. (7) Antonov An-70: "rst aircraft to #y on propfans alone; propfans (8-bladed, 6-bladed counter-rotating); supercritical wing.
(8) Antonov An-124: largest production aircraft; no fences, no vortex generators. (9) Antonov An-225: largest aircraft ever built; no fences, no vortex generators; design point:
MTOW"600,000 kg; PAY"250,000 kg. (10) A300-600: aircraft with largest internal load capability; wing mounted low, with dihedral, based on A-300-600, with tip fences. (11) MD
C-17 has NASA winglets; vectored thrust for improved STOL capability. (12) KC-10A: MTOW given for full cargo; tanker has lower MTOW, aircraft based on DC-10-30 wing. (13)
KC-135: wing based on B717; MTOW given for full cargo; tanker version with lower MTOW.
647
648 A. Filippone / Progress in Aerospace Sciences 36 (2000) 629}654
Fig. 23. Cargo aircraft PAY/OWE and and PAY/MTOW ratios versus aircraft size. (B747-4F"Boeing 747-400F).
suggest that it is more e$cient to lift a few large cargos is the maximum cargo range, and is given in km. This
than several small ones, but relatively small airplanes, analysis is shown in Fig. 24. All the correlations are
such as the Alenia G-222 and Lockheed C-130J linear. There is a number of aircraft with gross wing area
have useful load fractions higher than many large A&350 m (A300, C-17A, KC-10A, among others),
airplanes. However, also the aircraft range must be used showing that this aircraft size is the most commercially
in the performance equation. The product PAY R (tons interesting. The large gap between A300-600 and KC-
km) is biased toward the large aircraft; the product 10A can be attributed to the fact that A300 is designed to
between the maximum useful load and the maximum carry internal oversize cargos (not necessarily bulky
aircraft range ones), while the KC-10A, working either as a cargo or
tanker, can e$ciently use all of its volume. The C-17 has
operation point between A300 and KC-10A: its dimen-
PAY sions and payload have been designed to hold large units,
E" R (13)
MTOW like bulky military equipment.
A. Filippone / Progress in Aerospace Sciences 36 (2000) 629}654 649
g p
¹!D ¹ oC u/2 HQ " (n!1) (rad/s), (15)
P" u" u! " . (14) u 180
= = =/A
where n is the normal load factor. The turn is generally
For a given altitude and speed (single point in the #ight
performed in highly unsteady #ight. Therefore, a third
envelope diagram, Fig. 8), P can be maximized by high
performance parameter is de"ned: the maximum instan-
thrust rating, high wing loading (hence small wings) and
taneous load factor
low C . At given C and #ight altitude P is a function of
" "
both ¹/= and =/A, that are considered the most impor- C q
tant parameters a!ecting the aircraft performance. n " *
, (16)
X =/A
Fig. 25 shows the ¹/= and =/A data obtained at sea
level. For reference, also 3 lines of constant P have been which is limited by the structural resistance of the air-
computed, using a ground speed M"0.9 and a drag craft. Evaluation of the C
is neither straightforward,
*
coe$cient C "0.4. At altitude, the ¹/= and =/A are nor easily available in the technical literature.
"
only a fraction of the data presented, and changes are The number of parameters needed to fully characterize
dependent on the particular aircraft, on the number of a "ghter/attack aircraft is in the order of several dozens.
external stores left for close-in-combat #ight, and engine The data available are rather sparse, because of sensitive
e$ciency. importance. However, they include the following: roll
It is easy to see using average data in Eq. (14) that rates of up to 2703/s; AoA up to 50 or 803 (FSW aircraft);
P becomes a large negative number, which means the max sustained turn rates of the order of 103/s; max
drag rise is in excess of the available thrust. Although the instantaneous load factor up to 9g; max speci"c excess
data at sea level cannot actually be scaled at altitude, power 150 m/s; max acceleration through the sound
Fig. 25 gives an indication of system e!ectiveness, in barrier 0.5g in straight #ight; max rate of climb over
650
Table 6
Selected data and performances of "ghters (see nomenclature for symbols)
Note. (1) VSW-aircraft: wing span, areas and AR given at maximum sweep angle. (2) Dihedral/anhedral angles estimated from roots, with aircraft on the ground. (3) R at sea level
!
for: AMX, Hawk 100 NAMC Q-5, A-10. (4) Dog-tooth LE line on Lockheed F/A 18E, SAAB JS 39. (5) Thrust vectoring on: F-22A (max de#ection 22 degs down); Su-27; BAe
Sea Harrier. (6) F-117A is not technically a "ghter, because not designed for air-to-air combat. (7) MD F-111: sweep continuously variable from 16 to 723. (8) Euro"ghter 2000: tailess
delta wing, mounted low. (9) JS39 Gripen: Mach number uncon"rmed. (10) JA37 Viggen: canards with TE #aps for aircraft control at high AoA. (11) Dassault Rafale: movable canards,
up to 203.
A. Filippone / Progress in Aerospace Sciences 36 (2000) 629}654 651
Fig. 26. Fighter aircraft Mach number plotted versus the wing
Fig. 27. Ordnance-to-MTOW ratios for bombers and "ghters.
sweep at LE. For the VSW aircraft sweep has been considered at
fully spread wings.
body lengths/second (while the F-15E covers 38 body
lengths at the same speed).
19,000 m/min; max weapons load ratios of 0.25; super- Some ratios between maximum war-load weight and
cruise at sea level M"1.2; take-o! runs assisted by MTOW have been extrapolated, although it is di$cult to
afterburning as low as 0.25 km (half of this on ramp). work out the details (internal and external bays, optional
Most of the data on record show a large scatter, which loads, barrel guns, etc.). For "ghter aircraft this ratio is in
is a sign that design, mission requirements and perfor- the range 0.10}0.30; for heavy bombers estimates give
mances change considerably from one aircraft to the 0.10}0.14 (largest for Tupolev Tu-160). The maximum
other. A quick look at the basic parameters of the wing ordnance to gross weight for both bombers and
system (see Table 6 for reference) would suggest so. Scal- "ghters/attack aircraft is shown in Fig. 27. The Lockheed
ing is not an issue, like for the cargo aircraft discussed F-117A is not technically a "ghter, although it has been
above: aerodynamic characteristics, stability margins, classi"ed so; its maximum weapons load seems aligned
control surface sizing, power plants, landing gear, and with that of the bombers.
#ight controls do not scale with aircraft size.
Wind tunnel test times, as shown in Fig. 1, have been 6.4. Subsonic commercial jets
growing to over 20,000 h (all aerodynamic sub-compo-
nents, full con"guration system, and all speed ranges), Flying faster and more e$ciently has been the main
although the experimental research aircraft Grumman goal since the beginning of commercial and passenger
X-29A required less than 1200 h before maiden #ight in transport. Fig. 28 shows the speed of commercial air-
1984 [45]. This was in the same order as the development planes at year of "rst #ight. The speed of piston engines
of the F-101 30 years earlier. continued to grow until the late 1940s. The introduction
Fig. 26 shows the "ghters Mach number in supersonic of the jet engines appeared before the speed reached the
dash as function of the wing aspect-ratio. The intrinsic limit of propeller-driven aircraft, and the cruise
VSW-aircraft are plotted at the operation point corre- speed kept increasing. The introduction of new super-
sponding to maximum sweep K , and are placed above critical wing sections has allowed a further gain of
*#
the power "t line. The K of F-117A is far larger than the M&0.05, but then a transonic limit of about 0.82 was
one required to #y at the corresponding speed. This is reached in the early 1970s. It has remained as such for the
due to its design for low radar signature. The wing of past 30 years. Further increases are not expected. In-
NAMC Q-5 is unusually swept, while the top speed novations such as transonic area ruling design (a relative-
claimed is barely above M"1. The MiG-31 claims a top ly old concept) could increase the drag divergence point
speed M"2.83. Mach"2.5 is the practical speed limit by M&0.1, but it is considered not feasible because of
for aero-thermodynamic heat stress of today's aircraft the increased airframe costs.
(this corresponds to a stagnation temperature of about The Boeing B-707 featured a very advanced techno-
2503C). Even at M"2.5 this aircraft covers about 32 logy, having been introduced at about the same time as
652 A. Filippone / Progress in Aerospace Sciences 36 (2000) 629}654
Fig. 28. Demonstrated cruise speeds of airliners at year of intro- Fig. 30. Wing aspect-ratio of airliners at year of introduction.
duction.
the Lockheed L-049 Constellation and a few other pro- 7. Perspectives and conclusions
peller aircraft. The jet revolution has consolidated a phil-
osophy in aircraft design that it is di$cult to challenge: In this article we have presented a summary of aircraft
cylindrical fuselage, swept back wings (Fig. 29), multi- and rotorcraft characteristics taken from full-scale data
slotted control surfaces (Fig. 7). and from #ight performances. The vehicles selected were
Improvement of aerodynamic e$ciency is one of the mostly from the last 40 years of aircraft design.
key aerodynamic problems in this class of aircraft. Aero- The analysis shows that in many cases interesting
dynamic interference, skin friction and induced drag are correlations can be obtained. Also, highlighted historical
the most promising areas of research. trends, the e!ects of regulations on noise emissions, and
A. Filippone / Progress in Aerospace Sciences 36 (2000) 629}654 653
the state-of-the-art values for several classes of aircraft [14] AIAA. Aerospace design engineers guide, 4th ed. 1998.
and rotorcraft. The use of this database is expected to be [15] Hopps RH, Danforth ECB. Correlation of wind tunnel
useful for aircraft design, propulsion systems analysis, and #ight test data for the Lockheed L-1011 Tristar
and aerodynamic benchmark. Where is aeronautics airplane. Performance prediction methods, AGARD CP-
242, 1977.
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[16] Haftmann B, Debbeler FJ, Gielen H. Take-o! drag predic-
Igor Sikorsky wrote in 1958 that `Supersonic aero-
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