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Parametric aircraft conceptual design space

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 28TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES

PARAMETRIC AIRCRAFT CONCEPTUAL DESIGN

SPACE
Ingo Staack*, Raghu Chaitanya.M.V*, Patrick Berry¤, Tomas Melin*, Kristian Amadori¤,
Christopher Jouannet¤, David Lundström*, Petter Krus*
*Linköping University, SE-58183 Linköping, Sweden
¤
Saab Aeronautics, SE-581 88 Linköping, Sweden
ingo.staack@liu.se

Keywords: aircraft conceptual design, parametric modeling, sizing, XML database

Abstract holistic design is the solution and is becoming

an additional field in the area of unmanned
This paper presents the development of a design aircraft systems (UAS).
framework for the initial conceptual design
phase. The focus in this project is on a flexible
database in XML format, together with close
integration of automated CAD, and other tools,
which allows the developed geometry to be used
directly in the subsequent preliminary design
phase. The database and the geometry are also
described and an overview is given of included
tools like aerodynamic analysis and weight
estimation.

1 Introduction Fig. 1: Flying display of Saab fighters: (from left to

right) J 35 Draken, J/S 29 Tunnan, JAS 39 Gripen,
As part of Saab’s 75th anniversary celebrations A/J/S 32 Lansen, 105 “SK60” and JA 37 Viggen
in Linköping in June 2012, a formation flight
showed the development of Swedish jet fighters The trend towards multinational consortium
over the last 60 years (see Fig. 1). Re-evaluation based product development, like the European
of these aircraft–with respect to the technology Eurofighter “Typhoon” project, has a further
level of the time–and comparison with the adverse effect: companies’ functioning as
practical experience gained during service gave aircraft component suppliers and system
engineers valuable information which could be developers requires even sharper design
applied directly in the following model. engineers in order to secure the knowledge
otherwise gained through their in-house design,
Nowadays, aircraft design engineers struggle development and construction. As a con-
with the absence of “lessons learned” from sequence, concept evaluation engineers have to
previous projects due to the dramatically take account of manned and unmanned aircraft,
extended product life cycle and development both military and civil, in fixed or rotary wing
lead times, as well as a never before seen design. This requires a flexible, versatile and
complexity due to enlarged system integration. powerful framework during the conceptual
Conceptual aircraft design is also at the break- aircraft design definition and evaluation phase,
point between statistical/empirical methods and which should also support data sharing in
physical-related system calculations in order to collaborative research and industrial projects.
enhance prediction accuracy. Multidisciplinary,

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 STAACK I, et al.

With the target of enhancing methodology and for, for example, subsystem simulation and
tool development, conceptual aircraft design has development tools. As a consequence, data
been a research field in the Swedish National handling and a flexible and fast implementable
Aviation Engineering Program (NFFP) since data interface emerges as the critical point in
1996 [1] and the most recent program multidisciplinary work involving different tools
framework development in this sector will be with the same data setup [10]. In order to
explained in this paper. maintain flexibility, the database should also
include as much functionality as possible.
1.1 Related Work
2.1 One-Tool Concept
In the field of aircraft conceptual design, a great
many programs from research institutes and In the aviation industry, the introduction of full
universities and also commercial products can computer aided design (CAD) data based
be found. Some, like the RDS software from D. product development and production has led to
Raymer [2] are a direct implementation from a trend towards a one-tool strategy that includes
classical aircraft design handbook methods, as multidisciplinary work. In the European
described for example in [3], [4] or [5]. Here aviation industry in particular, with CATIA [11]
follows a short list of related university/research as a standard the embedment of the simulation
projects and programs: program Dymola [12], based on the Modelica
CEASIOM [6] language, into the CATIA V6 environment, has
padLAB : Preliminary Aircraft Design establish a new holistic approach together with
Lab [7] the ABAQUS finite element method tool
already included in CATIA V5. These programs
Vehicle sketch pad [8] are linked under the umbrella of CATIA V6 by
Bauhaus Luftfahrt: Conceptual Design means of a proprietary data format.
Tool (CDT) [9].
2.2 One Database Concept
2 Conceptual Aircraft Design Methodology By contrast, research institutes and universities,
who are more interested in maximum flexibility
The process in conceptual design development and tool integration (in order to enlarge
is focused on development and multidisciplinarity), prefer a non-proprietary
evaluation/comparison of different designs in (open source) database definition. One recently
order to benchmark the design and give published proposed standard is the Common
feedback regarding the (partly negotiable) Parametric Aircraft Configuration Scheme
requirements. The main intention of the (CPACS) devised by the German Deutsche
conceptual design phase is to reduce the number Zentrum für Luft- und Raumfahrt (DLR)
of possible layouts based on the design [13][14]. This data setup has been tested and
evaluation. The results of the conceptual phase used for several years at DLR in preliminary
should also: projects with different focus, for example
include all data and information used to aircraft noise emissions, structure analysis or
develop the aircraft layout even whole fleet simulations. [15] describes the
allow a backtrack of the requirements implementation of CPACS within the
support flexible output routines in order CEASIOM project to improve the data
definition. One drawback of using CPACS
to reuse this data directly in the tools of
directly in aircraft conceptual design may be the
the subsequent preliminary design phase. extent of the data description, including fleet,
helicopters and land-based vehicles up to a very
The last point takes primary aim at reuse of the
highly detailed level of geometry and structure
CAD data but also means a tool-specific export
description. The approach in this project was
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 PARAMETRIC AIRCRAFT CONCEPTUAL DESIGN SPACE

also to define the data setup in a very robust,

easy manner, accepting the adverse effect of
design space limitations on the advantage of
reduced complexity. Furthermore, the data
definition should represent the mindset (of the
developer) and represent the main design
parameters directly. It must be remembered that
during initial data setup development, the
CPACS format definition was not available to Fig. 2: Conceptual aircraft design phase: Requirement
influence (red), main design loop (green) and
the authors of this paper, but the similarities in requirement update (yellow) correlation
data definition between CPACS and the small
subset in this project–which had already been In reality, finding the right design will be an
defined when the CPACS format was optimization loop between the design definition
published–were remarkable. As regards design that is being evaluated and the requirements,
details (close to or already in preliminary which also involves negotiation and balancing
design), CPACS terminology has partly been of the requirements (see Fig. 2). This is particu-
directly adapted. larly important in the conceptual phase.
The main disadvantage of a central data setup Whereas for design definition a (subset of a)
definition is the size of the data file size, CAD program is particularly useful, it does not
together with failure to update (and manage normally fit concept analysis and evaluation
updated information), in particular when well. In the latter case, a scripting language
parameters are modified in different tools. combined with an adapted graphical user
These problems mainly occur when applying interface (GUI) is much more usable and gives
different analysis methods on the data setup. the developer the possibility to add
benchmarking or optimization algorithms of his
With the complexity and multidisciplinary or her own. Based on these considerations,
nature of conceptual design, it might also be CATIA V5 and Matlab were chosen as the main
useful to use high-level, graph-based design tools for the design process.
(modeling) languages to model the product data,
including requirements and system
configuration and architecture. One example is
the Unified Modeling Language (UML) which
is shown in [16] where it is applied to satellite
design. SySML, as a development of UML,
might be even more appropriate.
Fig. 3: Parallel implementation concept with a step-
2.3 Challenging the Gap between Design less fadeout of Matlab based design definition in more
Definition and Evaluation detailed design

Alongside the data setup definition topic, the In order to maintain flexibility and allow the
matter of retrieval of the “perfect” designing developer to choose his or her preferred work
tool appears. Somewhat oversimplified, this tool method, both programs should be implemented
should support the developer in creating designs in parallel (see Fig. 3). Switching between the
out of the requirements and evaluating/ two should be possible at any time. In normal
benchmarking these designs according against mode, the common database is therefore hidden
them. in the background by tool-specific XML
interfaces so that the user feels that
communication in both applications is done
directly. Due to the nature of the work with

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 STAACK I, et al.

these programs, and especially the limitation of later on. The data setup should also be as similar
graphical representation outside a full CAD as possible, regardless of aircraft type
environment, it is recommended that detail (civil/military or UAV). Therefore, and because
design and structure definition is more related to the focus is on conceptual and not preliminary
CATIA than to Matlab. design, design limitations due to too strict data
definition have to be accepted. As a
Combining an interpreter language with a consequence, this database might not function
graphical user interface (GUI) and CAD well for programs creating generic design apart
software, in this case both Matlab and CATIA from the (pre)defined design space.
V5, is not a new idea; it has already been used,
but mainly for preliminary design, e.g. in the
form of “PadLAB“ (Preliminary Aircraft Design
Lab), by the Institute for Aerospace (ILR),
Technische University Berlin with the focus on
cabin layout [7].

3 Implementation of the Conceptual

Aircraft Design Framework
In the following, the data setup and the two
programs Tango (Matlab based) and RAPID
(CATIA V5 based) will be explained in detail.

3.1 Database Setup and Handling

Fig. 4: Database example of a wing section definition
Based on the requirements of a general database
with a focus on flexible access, XML One example, shown in Fig. 4, is the definition
representation was chosen. This representation of a wing section, based on the cross-section
can be accessed by practically any programming definition of airfoils. All airfoils are consistently
languages via standard interfaces like the defined by a Bézier curves method presented in
Document Object Model (DOM). Furthermore, [19].
by defining the structure as an XML Style Sheet
(XSD), data setups can easily be checked for
validity. Transitions within the parsers between
the XML data setup and each connected tool
can be implemented fairly quickly and easily
with the help of the XML Stylesheet Language
for Translation (XSLT). These translation files
are implemented in the XPath language [18] to Fig. 5: Airfoil definition representation by Bézier
access nodes or node-sets in XML documents. curves control points
This language however, has limitations This method uniforms different airfoil
regarding mathematical operations and complex descriptions in a very robust, computer-
parsing actions but functions well for interpretable data definition, based on only a
hierarchical level translations. few dominant parameter (see Fig. 5). This
definition has nevertheless a wide design space
During database style development, a particular with the only drawback that it is not possible to
focus was laid on a robust, parametric based model airfoils with an S-shaped trailing edge.
data description in order to allow for automation
and the application of optimization algorithm

4
 PARAMETRIC AIRCRAFT CONCEPTUAL DESIGN SPACE

3.2 Tango (Matlab) Implementation language to address the classes. Fig. 6 shows the
default start-up GUI window and Fig. 7 a small
The Tango implementation makes use of the script snippet of an aircraft geometry definition.
new class definition features of the Matlab
language [20]. This enables an object oriented ac = acdata('exampleAC');

programming (OOP) implementation close to ac.setting.setProperties('cg', [5.1807, 0,0.0972],...

'rp', [5.6223 0 0.0972]);
C++ together with interpreter language benefits % 1.)Main wing
regarding debugging (fast development) and the ac.addwing('main');
ac.wing{1}.setOrigin(-8, 0, 0);
useful console input capability. The drawback is ac.wing{1}.addPartition();

the vastly slower calculation speed and perhaps %Inner wing:

ac.wing{1}.partitions{1}.setProperties('chord1',5,...
stability problems when program size and 'span', 10, ...
complexity increase compared to C++. 'taper',
'sweep',
0.5, ...
0.5, ...
However, using Matlab was a requirement from 'dihedral', 0.3, ... %pi/4
'twist1', 0.1, 'twist2', -0.1 );
the industrial partner, because most of their %Outer wing:
ac.wing{1}.addPartition();
engineers are used to this language. However, ac.wing{1}.partitions{2}.setProperties('sweep', 0.7);
considering the open source approach, Python %Winglet:
ac.wing{1}.addPartition();
would be a proper alternative. ac.wing{1}.partitions{3}.setProperties('span',1.0,...
'tr', 1.0, ...
'sweep', 0, ...
'dihedral', 0, ...
'twist1', 0.0, 'twist2', 0.0);

Fig. 7: Example of a basic aircraft geometry (wing)

definition script
Besides the geometry (and system integration)
definition, and sizing, weight estimation and
aerodynamics are the central points during
design development. Sizing is done classically
by statistical methods as well as easy physics,
supporting the user with the usual sizing
diagrams, taking the selected certification (JAR,
FAR 23/25) into account.
Fig. 6: Screenshot of the Tango start-up window
The strictly class based implementation allows Fuselage weight is calculated sector-wise taking
for a modular program implementation based on into account the airplane structure, location, size
physical systems, components and functions. and shape of doors, windows, etc. as well as the
All XML database support and all calculations installed (sub)system components. Here, the old
specific to components, systems or parts (e.g. classically weight calculation, based on the
weight estimation) are performed within the calculation of an equivalent skin thickness
class. This also allows for fast component defined by the shear force and bending moment
exchange and replacement by means of and adding penalty weight for windows,
standardized coupling ports and functions and hatches, installations and (sub)system
ensures definition consistency through direct components [21], is combined with a more
parameter access restrictions. physically related weight estimation of the
included systems and components. A detailed
A GUI with a rather strict hierarchy, supporting explanation of this method can be found in [22].
an easy to use working environment with a The wing is calculated either in the same way as
graphical representation of the current topic, is the fuselage or from the wing structure CAD
implemented on top of the class setup. data, if already defined in detail.
Alongside this mode, design development and
evaluation can be performed directly from the Initial aerodynamic calculations–mainly needed
Matlab console or by using a certain scripting for thrust and fuel consumption estimation–are

5
 STAACK I, et al.

calculated by the lattice vortex panel method implementation and the control topology.
program TORNADO [23]. The export to Currently implemented systems are:
TORNADO and the calculations take place Propulsion system: Based on
automatically, and hidden to the user, within performance lookup tables normally
few seconds but can be changed if needed. With supplied by the original manufacturer.
the help of the parameters obtained, the sizing Reference thrust, bypass ratio, pressure
results and the engine data, classical mission ratio and maximum turbine inlet
performance is calculated. temperature, for example, are generically
derivable out of the central design
For more accurate evaluation capability, a full parameter. Propeller-piston confi-
aircraft simulation export capability including guration is not implemented yet but may
(sub)system integration is currently under become more important with the
development using the Hopsan simulation upcoming new Kerosene/Diesel (piston)
package developed at Linköping University. engines on the UAV market.
Full system simulation using this software is Primary Flight Control System
presented in [26]. The export functionality is (PFCS): Includes control surface
relatively generic and models can also be geometry, control topology and
exported to Modelica. Besides higher accuracy, (hydraulic) actuator power system. This
the simulation will give the designer direct section–together with the hydraulic
feedback and thereby a better understanding of system description–is taken directly
the design as well as the potential to investigate from the CPACS format [13]
the effects of different (sub)system architectures Landing gear system, including track
and system integration. This topic becomes animation and actuator system
especially necessary with the transition to cross- Environmental Control System:
linked electrically driven systems like the Cooling and pressurization of the
environmental control system (ECS) or the anti- aircraft.
ice system, which have a significant impact on
both aircraft operating empty weight (OWE) All these system classes include configuration
and energy efficiency. help and data libraries in order to support the
developer with automatically default adapted
Other methods for design investigation and (architectures and sizing) systems.
evaluation include:
sensitivity and robustness analysis 3.3 RAPID (CATIA) Implementation
according to [24]
maneuver analysis (especially for RAPID (Robust Aircraft Parametric Interactive
military aircrafts). Design) is a knowledge-based Aircraft
Conceptual Design tool built in CATIA.
Currently implemented export and import
capabilities are: The main motivation to use CATIA for this
TORNADO purpose is to enable the propagation of the
CPACS format (limited) design and its contents from conceptual to
CEASIOM XML format [25] preliminary design. The surfaces generated are
A-class surfaces and can thus be used directly
Saab in-house aircraft conceptual design for initial aerodynamic analysis. It makes use of
tool. the two powerful automation technologies
Most of these translations are solved by using embedded in CATIA, viz. Visual Basic (VB)
XSLT translation style sheets. scripts and Knowledge Patten (KP). Power
Central parts in Tango, in contrast to RAPID, Copies (PCs) and User Defined Features
are the functional onboard power system (UDFs) are created and utilized by the VB
scripts and KP respectively for instantiation.
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 PARAMETRIC AIRCRAFT CONCEPTUAL DESIGN SPACE

towards preliminary design, control surfaces,

windshield, fairings and winglets etc. can be
defined for both the GM and the SM. Pilot
model, cockpit model and cabin layout will be
features added in the future.

Fig. 8: Default RAPID start-up window

The design in RAPID is achieved either by a
bottom-up approach or by modification of an
existing aircraft configuration example. The
flexibility of the model implementation allows
changing from a civil aircraft to fighter or UAV.
In a bottom-up approach, the user begins by
modifying the fuselage according to
requirements and later modifying the wing. Fig. 10: Fuselage cross-section definition by 3rd-order
From here on the other lifting surfaces are Bézier curves
automatically sized; only configuration and
The data exchange to and from the XML
positions have to be defined manually. Once the
database is implemented using VB scripts. All
default RAPID aircraft model is loaded into
lifting surfaces make use of the same airfoil
CATIA, different aircraft from the XML
definition, shown in Fig. 5. A similar approach
database can be loaded and the model updated
is used for the fuselage, shown in Fig. 10; here,
(see Fig 8 and Fig. 9).
a third-order Bézier curve is used to describe a
quarter section of the fuselage cross-section
where the upper and lower lines measure an
angle with respect to the horizontal line, while
side upper line and side lower line measure an
angle with respect to the vertical line. Points 2,
4 and 7 are the intersection points with the
fuselage curves shown in Fig. 10. Points 2, 3, 5
and 6 move along the respective curves and are
positioned as ratios.

Fig. 9: Civil transport aircraft geometry loaded from

database
The detailed Geometric Model (GM) can be
sent directly to aerodynamic analysis and, as the
model has fewer surfaces, it can be meshed with
less effort and the process may be automated in
the future. The GM is the basis for the
Structural Model (SM) and the number of spars
and ribs can be chosen for the lifting surfaces as Fig. 11: Examples of different fuselage layouts
well as frames and stringers for the fuselage.
The SM can be meshed automatically and is Fig. 11 shows some examples of both civil and
prepared for initial structure analysis. Heading military fuselage layouts that can be modeled.

7
 STAACK I, et al.

Engine sizing is an additional feature of RAPID. of information that needs to be provided by the
Turbofan and turbojet engines can be sized user. With the tools provided in this framework,
depending on design parameters (e.g. the bypass the user can quickly generate detailed concepts
ratio). The nacelle is designed from the size of with a minimum of parameters. Another
the engine; mixed flow and separate jet nacelles improvement regarding old-fashioned
can be chosen accordingly. A wide range of implemented approaches (e.g. Fortran-based
parameters can be changed for the nacelle, from sizing tools) is the direct feedback to the
inlet diameter to exhaust diameter. Different developer, either directly in the CAD or in the
gear boxes and pylon types can also be Tango GUI. The direct graphical feedback
modeled. The pylon design depends on the type (“what you see is what you get”) is useful to
of nacelle; start and end positions can be chosen avoid wrong inputs and unburden the user of
as necessary. Two configurations of the engine imagining the design on his or her own.
and engine installation are shown in Fig. 12.
During the project, the limitations of the used
software/languages became quite clear; that is,
on the one hand, the limited geometry definition
and graphical representation capability outside a
complete CAD environment, and on the other
hand, the extremely slow code execution speed
in a CAD environment (here VB scripts in
CATIA). These experiences back the initial
decision to use two main tools, Matlab and
CATIA, in order to balance the needs for both,
Fig. 12: Turbofan with trapezoidal gearbox, separate design definition and evaluation.
jet nacelle and smooth leading/trailing edge nacelle
(left) and turbojet engine with circular gearbox, mixed
flow nacelle and straight leading/trailing edge pylon The replacement of empirical methods by
(right) physical implementation of (onboard power)
systems and equipment is an indirect benefit of
Military air inlet channel definition work is
the above mentioned topics: through the
ongoing, but no satisfying solution for this
extended usage of XML based airfoil-, wing-,
problem has been bound yet.
aircraft-, sub- and system-component libraries
and configuration help as well as the user-
4 Discussion friendly machine-human interface, the modeling
lead time can be shortened. This allows
According to the framework concept motivated additional design properties, especially onboard
in Chapter 2, the focus was on a robust, power systems to be defined with the same time
parametric data definition. This database effort as before. This increase in (design)
supports extensive data export and import information can lead to higher estimation
capabilities for flexible tool integration. The precision than empirical formulas can.
closeness of the CAD implementation to the
data setup simplifies the integration of Drawbacks in this design framework are the
geometry-related sophisticated evaluation absence of requirement handling and the
methods such as structure (FEM) and rudimentary (product life cycle) cost analysis.
aerodynamic (CFD) analysis. The cost analysis can actually be seen as the
main benchmark requirement in the early
One central issue in all modeling tools is to conceptual design phase, with the focus on
create a constraint design space where the user feasible studies for requirement definition. This
should have as much freedom as possible, while topic might be better solved with the
designs that are clearly not valid are not present competition approach mentioned, creating
in the design space. This minimizes the amount automated design with the help of graph-based
8
 PARAMETRIC AIRCRAFT CONCEPTUAL DESIGN SPACE

design languages. However, due to ongoing and analysis tools enable a flexible integration
implementation work the framework has not of external tools. Additionally, this database
been tested in case studies, re-evaluation of supports the geometry definition process
existing aircraft or by comparing the results through extensive component libraries and
with real data, handbook methods and other configuration functionality.
conceptual design tools.
Acknowledgement
4.1 Outlook
Funding of this work was provided by NFFP,
Negotiations regarding software and code the Swedish National Aviation Engineering
publication are ongoing, but from Linköping Program. The contributing authors wish to thank
University’s point of view, the framework the NFFP founders for this support.
should be made available as open source
software in order to support cross-company and
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