HALE UAV Platform Optimized For A Specialized 20-km .
24TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCESHALE UAV PLATFORM OPTIMISED FOR ASPECIALIZED 20-KM ALTITUDE PATROL MISSIONZdobyslaw Goraj – WUT – Warsaw (goraj@meil.pw.edu.pl)Andrzej Frydrychewicz – WUT – WarsawJean Hermetz – ONERA – Toulouse (Jean.Hermetz@cert.fr)Claude Le Tallec – ONERA – Paris (letallec@onera.fr)Keywords : UAV, HALE, Blended Wing, civil applicationsAbstractThis paper reviews a number of differentconfigurations developed under the umbrella ofCAPECON project of 5th Framework Programof the European Union. One of the main goalsof the project is to propose a platform, beingable to carry on a 500 kg payload of sensors(SATCOM, FLIR, SAR, etc.), operatingefficiently and safety at almost 20 km altitude onlong endurance missions at the lowest possiblecost. Among the requirements there is thenecessity to operate at a constant flight speed,to have an unrestricted field of view &sufficiently large volume for sensor’s andelectronics bays. Comparison between variousplatforms is included and general conclusionsand recommendations are presented.1. IntroductionThis paper presents two projects developed inparallel in ONERA & WUT, which initiallydiffered a lot. Designed from the same set ofrequirements, the first ONERA configurationwas a pure Blended Wing concept whereas thefirst WUT concept was a CANARDconfiguration. The paper is focused on differentaspects of both projects and shows theirevolution during the design process, leading tothe proposal of a joint configuration includingmost of the best features of both configurations.Many different aspects of the two projects areconsidered and discussed, including generaloverview of the platform, aerodynamic flightcontrol & stability issues, structure, load &stress analysis, performance, materials, cost &other factors related to the mission fulfillment.Pro & cons of both projects are considered anddiscussed in detail. Most of the conclusiontopics are universal & may be applied to anydesign UAV process.CAPECON ProjectThe CAPECON project (Civil UAVApplications & Economic Effectivity ofPotential CONfigurations solutions), done underthe hospice of the 5th Framework Program ofthe European Union, proposes to identify all thepotential operational civilian applications ofUAVs and to design suited configurations ofsuch systems.The overall methodology must identify theneeds for further technologies, able to designand size systems fulfilling operationalrequirements and affordable for futurecustomers.As for all of the 8 concepts initially planned tobe defined in the CAPECON project (3 MALE,3 HALE and 2 rotary vehicles), the designprocess performed for HALE UAV study hasbeen done in two iterations, the first oneproposing a first concept roughly assessed andthen refined in the second iteration.1Ground rules and assumptionsONERA2Preliminary designWUT - ONERA3Flight performancesIAI4Reliability and SafetyUNINA5MaintainabilityIAI6Structure analysisUNINAIteration 27CFD analysisWUT8Handling qualitiesWUT9Synthesis of iteration #1ONERAFig. 1 – Design process1
HALE UAV PLATFORM OPTIMISED FOR A SPECIALIZED 20-KMALTITUDE PATROL MISSIONSeveral others partners have been involved inthis two cycle preliminary design process, asmentioned in Fig. 1: IAI (Israël AircraftIndustry) has been in charge of the performanceanalysis and UNINA (University of Naples Italy) has done both the structural analysis(FEM analysis) and the reliability and safetyassessment. Nevertheless, ONERA (task leader)and WUT were the two main partners of thisdesign process which concluded on the proposalof two different concepts fulfilling the same setof requirements.In addition, the preliminary design (sub task 2 inFig. 1) included: sizing, geometrical definition,external layout, structure concept, systemsdefinition, payload integration, internal layout,weight and balance computation.Requirements consisted in the definition of thenominal operational mission, detailed in term offlight profile (typical egress/ingress bound of1000 km with 24 h in loiter at 60000 ft, use ofconventional runway) and payload equipment(weight, volume, main constraints such as angleof view, electric consumption), typically a SARradar and an EO/IR sensors.2. ONERA configurationDesign process descriptionThe perception of what can be the functionaland material architectures of Unmanned AerialVehicle systems is particularly difficult as thefield of functions that such systems can performis wide and possible technical solutions todesign them are diversified. This vast spectrumof choices is particularly noticeable for the airvehicle configuration, for the technologies ofthe sub-systems, for the concepts of use of thecomplete system and for the constraints to betaken into account to design it. Theseconstraints extend from technical fields such astechnology maturity, to economical fields suchas cost or multinational co-operationopportunities.Regarding this complex system design problem,ONERA started in 1998 a Research Projectcalled HALERTE. Its aim is to help designers indefining a HALE (High altitude LongEndurance) UAV which fulfils operationalrequirements. It concludes in an advancedresearch tool modeling a HALE UAVconceptual design approach by formalizing amethod of analysis and evaluation of systems.Halerte local elementAnalysis codeDatabaseExpert knowledge.HALERTE integration environmentFig. 2 - ONERA Halerte project collaborative designprocessThis multidisciplinary engineering methodologyfor HALE UAV system conceptual design,mainly the core part of the tool implemented,has been used to design the CAPECON projectdescribed in this proceeding. The figure 2 showsthe block diagram of the process and a view ofthe integration framework (ModelCenter from Phoenix integration) used for thiscollaborative design process.GeometryMTOWPayloadMissionEngineStructure materialsLateralLateral tionestimationEngineEngine databasedatabaseWeightWeight breakdownbreakdown&& InertialInertial amicsAerodynamicsJARs 23/25CADCAD 2D2DCADCAD 3D3D(CATIA(CATIA V5)V5)LoadsLoads calculationcalculationFlightFlight dynamicsdynamicsPreliminaryPreliminary sizingsizingofof thethe outerouter wingwingAll modules are ONERA Home-made softwareexcept CAD software and flight dynamics (WUT)Fig. 3 – Views of the ONERA design processThe following disciplines and topics areintegrated into the design process: Aerodynamics (a medium-level tools hasbeen used for the airfoils and planformdesign at loiter flight conditions) Weight estimation (semi empirical methods)2
HALE UAV PLATFORM OPTIMISED FOR A SPECIALIZED 20-KMALTITUDE PATROL MISSION Engine performance estimation (ONERAinternaldatabase updated with dataprovided by the CAPECON partners)Loads estimation which are provided by theapplication of the closest FAR/JARregulations.Flight performance assessment includingtake off and landing distance, rate of climbat sea level and also mission gInertia moment estimationStability and Flight dynamics (externalhome-made code from the WarsawUniversity)Primary structure sizingLanding gear preliminary sizingCAD design at two levels: 2D drawings forgeometric analysis and 3D drawings(CATIA V5) to illustrate the conceptsdesigned and also for verifying mainlypayload and flight systems arrangement.Configurations descriptionDue to the choice of the blended wingconfiguration, assumed to be close to the “flyingwing” kind of vehicle, the design process hasbeen centered on the aerodynamics of such avehicle. Indeed, as aerodynamics is obviouslyone of the main disciplines conditioning theperformance of the vehicle for a HALE UAV,the additional complexity due to the flying wingkind of configuration interacts mainly onaerodynamic features, essentially in the choiceof airfoils, wing planform and twist distribution.The main assumptions used for the initialselection of the configuration consisted of: The twin engines configuration whichincreases the reliability of the vehicle, aspectalso kept in mind by designers for controlsurfaces and flight systems design andsizing, The engine location in nacelle to maximizeaccessibility for maintenance operations, The payload requirements and constraintsleading to a volume and a location.The chosen configuration for both ONERAconcepts is a flying wing without horizontaltail. The central part of the wing is used mainlyto carry equipment such as payloads, data linkdevices and other avionics systems. Engines aremounted in nacelles located under the outerwings for weight balance, maintenance aspectsand aerodynamic efficiency. Two vertical tails(or fin) are used to improve the lateral stabilityand the yaw control in case of one enginefailure. Landing gear is conventional, withadditional wheels inserted in downwardwinglets to improve roll stability on groundafter landing. Removable landing gear could beused for take-off.The first ONERA configuration (OBW-01) hasan overall span of 34.5 m for an overall lengthof 7.8 m. It weights 7 tons for a payloadcapacity of 700 kg and is powered by two Pratt& Withney PW 535 turbofan engines. Overall aspect ratio (AR) : 20 Reference area : 59.70 m² Wetted area : 147.90 m² Wing loading : 117 kg/m²Fig. 4 – View of the first ONERA configurationThis vehicle appeared to be oversized and itsmain drawback remained mainly in its poorlongitudinal stability. Therefore, it presented agreat potential in term of performanceimprovement. It has been decided to modifyboth the main equipment arrangement and theaerodynamic shape to get the performance levelof a lighter and smaller configuration.A parametric study has been performed in orderto determine the new aerodynamic shape, asshown in the Fig. 5.3
HALE UAV PLATFORM OPTIMISED FOR A SPECIALIZED 20-KMALTITUDE PATROL MISSIONRequirements from previousconcept design and analysis stepCL 0.71/1/ finition3/3/ ReductionReduction ofof vehiclevehicle areaarea2/2/ TwistTwist 4/ ParametricParametric studiesstudies ononsweepsweep angleangle andand longitudinallongitudinallocationlocation ofof outerouter -1.6-1.8-2Recommendations andperformances trends forOBW-0230. 4Moving surface(control)Trim elevatorReference51.3Reference area:area:51.3 m²m²Aspect18Aspect ratio:ratio:18Wing105.3Wing loadingloading ::105.3 kg/m²kg/m²MaxMax LDLD ratioratio (M 0.6):(M 0.6): 3232FJ44 2E 0.636enginesMMO:MMO:0.636Payload610Payload capacity:capacity:610 kgkgmSensors bayFig. 5 – Parametric study for aerodynamic shapeimprovement (use of a home-made code solving thepotential equation coupled with a boundary layercomputation)Fig. 7 – OBW-02 concept overviewIt concludes on the definition of original airfoils(Fig. 6) combined with an improved planformand an optimised twist distribution.The following figure gives a comparative viewof the wing planform showing the maindifferences between the two concepts.SATCOM and LOS antennasHOAT 140 (T/C 14 %)Outer wing sectionOBW-01OBW-02Fig. 8 – Plan forms of the two conceptsHOAT 192 (T/C 19,2 %)Central wing sectionFig. 6 – Specific airfoils of the OBW-02 conceptThis led to a lighter vehicle (OBW-02) with aMTOW of 5.4 tons and powered by the twocertified for High altitude flight Rolls-RoyceWilliams FJ 44-2E. The overall configurationremains similar with several minor shapemodifications. Its overall span is now 30.5 mwith a reduced Aspect ratio of 18 (for 20 onOBW-01) which contributes to structure weightsavings (sized according to CS/FAR 23regulations). The fuel consumption on thenominal mission used for the sizing decreasesfrom about 3600 kg to 2700 kg of Jet A1. Themaximum aerodynamic efficiency reaches 32(from 27 for the OBW-01) while the vehicle hasa permanent positive static margin and presentsrather good dynamic behaviour in open loop,which could lead to the use of rather robust butsimple and reliable flight control laws.The internal arrangement of the main equipmentcarried by the OBW-02 is shown in Fig. 9. Thefuel tanks maximum capacity is 2 800 kg. Toimprove the shape of the upper surface of theairframe central section a phase array antennahas been selected for the SATCOM antenna.The main payload parts (SAR and IR/EOsensors) are obviously located under wing in thefront of the central section.ParametersMTOWWing loadingMax LD ratioARMMOInitial Climb altitudeAbsolute ceilingFuel (nominal mission)Take off thrust (SLS)Thrust loadingPayload/wing areaPayload/take off thrustOBW-01OBW-027000 kg5400 kg117 kg/m² 105.22 kg/m²273220180.60.63650 000 ft55 000 ft63 000 ft63 400 ft3640 kg2628 kg28.5 kN24.3 kN24622213122725Table 1 – Characteristics of the two successive concepts4
HALE UAV PLATFORM OPTIMISED FOR A SPECIALIZED 20-KMALTITUDE PATROL MISSIONPhase arraySATCOM antennaFuel systemsAir conditionningFlight controlsystems ntennaFJ44 2EengineFig. 9 – Internal view of the OBW-02 concept3. WUT configurationGeneral overviewPW-114 aircraft of HALE class was designedby Warsaw University of Technology Teamheaded by Prof. Zdobyslaw Goraj within theframe of CAPECON project sponsored byEuropean Union under V Framework. PW-114version was preceded by former versions – PW111, PW-112 and PW-113 aircraft. The analysisof the PW-111 concept led to a list of maindrawbacks which had to be corrected in order toimprove the concept. PW-111 was CANARD,naturally unstable configuration. HALE PW112 received a modified, higher aspect ratiocanard. Moreover fuselage and engine nacellegeometry was modified. Lower front fuselagesection had to be enlarged because front leg oflanding gear was moved forward to the fuselagenose. Previously, front landing gear leg hadbeen located behind EO/IR sensor. Nacelles hadto be enlarged after final engine selection.Nevertheless, the configuration was stillunstable. Canard was abandoned in the HALEPW-113 configuration. Instead, new, largerouter wing was designed with smaller taperratio. New configuration analysis revealedsatisfactory longitudinal stability. Unfortunatelytransverse stability appeared not to besatisfactory. Vertical stabilizer with rudder waslocated at the top of the fuselage. Calculationssuggested better qualities for negative dihedral.As a result the PW-114 configuration withnegative wing dihedral was endowed with amodified fin in the rear fuselage section togetherwith wingtips to provide sufficient directionalstability.Tailless architecture was based on both theHorten and the Northrop design experience.Global Hawk was considered as a referencepoint - it was assumed that BW design has topossess efficiency, relative payload (Payloadover the total weight) and other characteristicsat least the same or even better than that ofGlobal Hawk. FLIR, SAR & SATCOMcontainers were optimised for best visibility. Noone element of aircraft structure limits thesensor's visibilityAll payload systems are put into separatemodular containers of easy access and quick toexchange, so this architecture can be consider asa "modular".Fig. 10 - HALE PW-111PW-111 UAV was designed as a canardconfiguration. Vertical stabilizer was locatedunder rear part of the centre-wing. Thisconfiguration provided high manoeuvrability.However it had to be redesigned because of toolarge loading over the canard and longitudinalinstability. Fig.2 shows that independently onthe canard area SC and its lift curve-slope aC thenatural longitudinal stability can be attainedwhen the dimensionless arm LH/ca is negative,i.e. when the canard is replaced with a classicaltailplane.5
HALE UAV PLATFORM OPTIMISED FOR A SPECIALIZED 20-KMALTITUDE PATROL MISSIONArm of CANARD versus Sc & a14.0Sc 2.16; a1 0.07dimensionless arm LH/caPW-111Sc 1.50; a1 0.102.0Sc 4.50; a1 0.100.0CANARDSc 2.16; a1 0.09-2.0ClassicaltailplaneSc 2.16; a1 0.10-4.0-16-14-12-10stability margin [% MAC]-8Fig. 11 – An influence of the Canard parameters on theHALE PW-111 longitudinal stabilityHALE PW-112 received a modified canard.Moreover fuselage and engine nacelle geometrywas modified. Lower front fuselage section hadto be enlarged because front leg of landing gearwas moved forward to the fuselage nose.Previously, front landing gear leg had beenlocated behind the EO/IR sensor. Nacelles hadto be enlarged after the final engine selection.Canard was abandoned in PW-113 aircraft.Instead, new, larger outer wing was designedwith smaller taper ratio. Analysis of this newconfiguration revealed satisfactory longitudinalstability. Unfortunately transverse stabilityappeared not to be satisfactory enough. Verticalstabilizer with rudder was located at the top ofthe fuselage. Calculations suggested ed modifications leading to theaerodynamic improvement gave PW-114 HALEUAV as a result.HALE PW-114 is designed as a blended wingconfiguration, made of metal and compositematerials. It is equipped with two engines. Wingcontrol surfaces provide longitudinal balance.Fin in the rear fuselage section together withwingtips provide directional stability. Airplaneis equipped with retractable landing gear withcontrolled front leg that allows operations fromconventional airfields.Fig. 12 - Comparison of the configurations (plan views):HALE PW-111 (from top), PW-112, PW-113 and PW114 (to the bottom)Fig. 13 - Comparison of the configurations (side views):HALE PW-111 (from top), PW-112, PW-113 and PW114 (to the bottom)Fig. 14 - Comparison of the configurations (front views):HALE PW-111, PW-112, PW-113 and PW-114PW-114 HALE UAV descriptionHALE PW-114 is designed as a blended wingconfiguration, made of metal and compositematerials. It is equipped with two engines. Wing6
HALE UAV PLATFORM OPTIMISED FOR A SPECIALIZED 20-KMALTITUDE PATROL MISSIONcontrol surfaces provide longitudinal balance.Fin in the rear fuselage section together withwingtips provide directional stability. Airplaneis equipped with retractable landing gear withcontrolled front leg that allows operations fromconventional airfields.0.2LRT-17.5Global Hawk0.10-0.100.20.40.60.81Fig. 16- Airfoil of PW-114 wing compared to the GlobalHawk airfoilThree types of control surfaces were built onHALE wing. Some of them may play the samerole like others. It will be presented in thisparagraph. Figure below shows division ofcontrol surfaces on HALE wing, place of meanaerodynamic chord (MAC) and the location ofthe centre of gravity.Fig. 15 - HALE PW-114 (three views)ParameterWing spanWing areaAspect ratioEmpty massPayloadFuel massTake-off massTake-off thrustWing loadingThrust loadingPayload loadingPayload/take-off thrustValue28 m44,4 m217,72200 kg700 kg4150 kg6350 kg20,9 kN143 kg/m2304,1 kg/kN15,8 kg/m233,5 kg/kNTable 2 – Technical dataAerodynamic analisysDuring design process aircraft has beenchanging. Some parts was improved, some wasrejected because are useless in the newconfiguration. Aerodynamic calculations forHALE aircraft were made using the VSAEROprogram, using the potential compressible flowmodel (subsonic) with boundary layer.The LRT-17.5 wing section was selected,mainly due to its high CL (CL,MAX 1.54 atMach 0.57 and CL,MAX 1.46 at Mach 0.62 &Re 2*106), needed at loiter regime withMa 0.6. It enabled to essentially limit the grosswing area.Fig. 17- Control surfaces of HALE wingTabflap (tabs flaps) was used to increase thelift. It was placed near fuselage. Figure belowpresents deflection of tabflaps for twocharacteristic position in flight.Fig. 18- Tabflap of HALE wing – three characteristicpositionsFlightspoiler may work in two ways. It can beused like a brake, to provide braking force (Fig.19 - left) or for longitudinal control during thelast phase of mission (Fig. 19 - centre). Fig. 19(right), presents range of deflection for brake ofHALE win
and recommendations are presented. 1. Introduction . designed and also for verifying mainly payload and flight systems arrangement. . (or fin) are used to improve the lateral stability and the yaw control in case
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UAV Task-Force Final Report Chapter 1 3 11 May 2004 1 INTRODUCTION 1.1 BACKGROUND The Joint JAA/EUROCONTROL initiative on UAVs (hereinafter addressed by “UAV Task-Force” or “UAV T-F”) was established in September 2002 on the basis of a joint decision of the JAA and EUROCONTROL governing bodies. This decision was taken in reaction to the growing European UAV Industry and their .
an overstatement. The HALE-D airship was not rebuilt. The GAO also reported that 36.3 million had been spent on the HALE-D program between FY 2008 and FY 2011. 3. HALE-D Postmortem Several key technologies incorporated into the HALE-D airship and briefly tested during its one and only flight also were intended for use
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1.3 Chapter Outline 1 2 3 2 LITERATURE REVIEW 4 2.1 Recent UAV Development 2.2 Design of Fuselage and Empennage of UAV 2.3 Ways of Deployment of UAV 2.4 Breakthrough in Aerospace Composites Manufacturing 2.5 Low Cost Composites Structure Manufacturing Techniques 2.6 Low Cost Expandable UAV 4 7 9 13 15 19
