Professional Documents
Culture Documents
Edward N. Tinoco
Technical Fellow
Enabling Technology & Research
Airplane Configuration, Integration & Performance
Boeing Commercial Airplanes
Wind Tunnel
In
D cre
ec a
re sin
as g
in C
g om
Em p
pi uta
ric ti
is on
m al
C
om
pl
ex
ity
,
1980s
Full Potential
With Coupled Boundary Layer
Linear Potential (Panel Methods)
Copyright 2009 Boeing. All rights reserved.
1990s
1970-80s
1960s
2080
2045
2000s
Practical
Limit for
Complete
Airplane
Applications
1960
1 MFLOP
1965
2-D Airfoil
Development
Supersonic
Transport
Wing-Body
Full-Potential
Transonic Analysis
General 3-D
Linear Potential
Linearized
Supersonic
1970
10 MFLOP
100 MFLOP
1980
1975
Joint CFD/Wind Tunnel
Studies unlock the secret
of nacelle/wing interferencex drag
1985
767 757
737-300
Full-Potential
Transonic Design
10 GFLOP
1990
Copyright
2009
2009 Boeing.
Boeing. All
All rights
rights reserved.
reserved.
Copyright
Wing-Body
General 3-D
Multipoint
Reynolds Averaged optimization Reynolds Averaged
Navier-Stokes
design
Navier-Stokes
Unstructured
Adaptive Grid
3-D N-S
100 GFLOP
2000
2010
1995
777
737NG
2005
787 747-8
lowest operating
costs and best
economics of any
large airplane
In the past 20 years the use of CFD has provided significant cost
savings
The Challenge
The Flight Envelope
One complete airplane development
requires about 50,000 to 100,000
aerodynamic simulations.
Flight test is used to validate and
certify that the aircraft is safe over the
entire range flight conditions
mandated by law.
The challenge is to further push the
Velocity - VEAS
use of CFD into the edges of the flight
envelope.
Higher quality data earlier in the design phase for Multidisciplinary Design
Optimization big driver on reducing cost
Good enough aerodynamic data base to reduce number of design
cycles
Higher quality full scale flight simulation avoid costly surprises in flight
test
Copyright 2009 Boeing. All rights reserved.
Extra Material
2001
Cray T916
SGI Origin
~0.100 Tflops
Full Potential + BL
e.g. Tranair
2009
Cray X1
PC clusters
~50 Tflops
Navier-Stokes
e.g. CFD++, CFL3D,
OVERFLOW
Aeroelastics
High-Lift Wing
Design
Control-Surface
Failure Analysis
APU Inlet
And Ducting
Planform
Design
Wing-Tip Design
Wing
Controls
High-Speed Wing
Design
Flutter
Vortex Generators
Icing
Cabin
Noise
Cab Design
Interior
Air
Quality
Wing-Body
ECS Inlet
Air-Data
Design Fairing Design
ExhaustSystem
Avionics Cooling
System
Design
Inlet Design
Location
Buffet
Thrust-Reverser
Inlet Certification
Boundary
Engine/Airframe
Design
Engine-Bay Thermal
Community
Integration
Design for FOD
Analysis
Noise
Prevention
Nacelle Design
CF
D
Cost,
Flowtime
Data Base
Building
Closing Thoughts
CFD exists to enable new solutions to problems, reduce airplane
development cost, and reduce time to market
CFD can allow you to safely explore areas of the flight regime
without putting a pilot at risk
CFD can allow you to analyze conditions for which physical
simulation is either very expensive or not possible, such as
hypersonic propulsion systems and full flight Reynolds number
testing
Accuracy, robustness and timeliness are the keys to acceptance
and use in an industrial environment
Impediments: applications that do not scale well (to 1000s of
processors with sufficient memory) this is science; resources to
run 1000s of flight conditions on 100s of processors this is the
business of engineering
Copyright 2009 Boeing. All rights reserved.