Law of physics governs airplane 'evolution': Constructal law explains progression of passenger jets, sets guidelines for future aircraft

This graph shows how -- as the years have passed -- bigger and bigger airplanes have joined the ranks of their behemoth brothers. Credit: Adrian Bejan

Researchers believe they now know why the supersonic trans-Atlantic Concorde aircraft went the way of the dodo -- it hit an evolutionary cul-de-sac.

In a new study, Adrian Bejan, professor of mechanical engineering and materials science at Duke University, shows that a law of physics he penned more than two decades ago helps explain the evolution of passenger airplanes from the small, propeller-driven DC-3s of yore to today's behemoth Boeing 787s. The analysis also provides insights into how aerospace companies can develop successful future designs.

The Concorde, alas, was too far from the curve of these good designs, Bejan says. The paper appears online July 22, in the Journal of Applied Physics.

"The evolution of Earth's species occurred on a timescale far too large for humans to witness," said Bejan. "But the evolution of our use of technology and airplanes to transport people and goods has taken place in little more than a single lifetime, making it visible to those who look. Evolution is a universal phenomenon encompassing technology, river basins and animal design alike, and it is rooted in physics as the constructal law."

The constructal law was developed by Bejan in 1996 and states that for a system to survive, it must evolve to increase its access to flow. For example, the human vascular system has evolved to provide blood access to flow through a network of a few large arteries and many small capillaries. River systems, tree branches and modern highway and road networks show the same forces at work, he says.

In the case of commercial aircraft, designs have evolved to allow more people and goods to flow across the face of Earth. Constructal law has also dictated the main design features needed for aircraft to succeed; the engine mass has remained proportional to the body size, the wing size has been tied to the fuselage length, and the fuel load has grown in step with the total weight.

"The same design features can be seen in any large land animal," said Bejan. "Larger animals have longer lifespans and travel farther distances, just as passenger airplanes have been designed to do. For example, the ratio of the engine to aircraft size is analogous to the ratio of a large animal's total body size to its heart, lungs and muscles."

To apply his theories to airplane design, Bejan teamed up with Jordan Charles, a researcher and development engineer, and Sylvie Lorente, a professor of civil engineering at the University of Toulouse, to mine the historical databases of successful commercial aircraft. As they plotted thousands of statistics including year of introduction, size, cruising speed, engine weight, fuel weight, range, wingspan and fuselage length, many patterns began to emerge.

But two in particular stood out.

In one chart, a clear curve tracks the increasing size of commercial airplanes through nearly a century of aviation. As time moves on, new commercial airliners come in all sizes but the biggest are joined by even bigger models. In another chart, the line that best tracks the relationship of body mass to airplane speeds is nearly identical to mass and speed statistics from various mammals, lizards, birds, insects and more. Evolutionary constraints found in nature, in other words, can be seen at work in the airline industry.

There was, however, one outlier on the chart -- the Concorde.

"The Concorde was too far off from the ratios that evolution has produced in passenger jets," explained Bejan, who points out that the doomed aircraft had limited passenger capacity, a low mass-to-velocity ratio, an off-the-charts fuselage-to-wingspan ratio, massive engines and poor fuel economy. "It would have had to adhere to the constructal design rules to succeed."

Bejan said this analysis shows that the aviation industry has done well with its designs over the decades, and that the trends dominating the industry are indeed the most efficient. They also reveal the general design parameters that future passenger aircraft should follow to succeed economically.

"This study gives the rough sketch of what airplane designs will put you in the game," said Bejan. "For design companies, it is money in the bank."

Jose Camberos, research aerospace engineer and lead of design space exploration at the Multidisciplinary Science & Technology Center of the Air Force Research Laboratory at Wright-Patterson Air Force Base in Dayton, Ohio, said that the work will hopefully give the field better insight into where the design of airplanes is going.

"There is definitely an analogy to be understood and articulated to explain why engines and airplanes are sized the way they currently are and how that has evolved," said Camberos, who was not involved with this study. "By looking at the development of aircraft in a larger context in these terms, it may be possible to gain insights into how best to achieve what nature has been able to accomplish already."

Source: Duke University

Seeking reality in the future of aeronautical simulation

This CFD visualization required a NASA supercomputer to handle the intensive calculations. It shows a mesh adaptation used to simulate a transport aircraft in a high-lift configuration. Credit: NASA / Elizabeth Lee-Rausch, Michael Park

The right tool for the job. It's a platitude that is as true for garage tinkerers as it is for the NASA aeronautical innovators who are helping to design future airliners that will cut fuel consumption, reduce polluting emissions and fly more quietly.

Yet at least in one area -- namely computational fluid dynamics, or CFD -- the design tools that helped give us the modern airliners flying today are not expected to be up to the challenge in the future without some serious upgrades.

This was the finding of a report recently released by NASA called "CFD Vision 2030 Study: A Path to Revolutionary Computational Aerosciences." It came out of a one-year study funded by NASA that included Boeing, Pratt & Whitney, Stanford University, The Massachusetts Institute of Technology, The University of Wyoming and The National Center for Supercomputing Applications.

The dilemma is that today's CFD, which simulates airflow around an airplane and through its jet engines, is largely designed to deal with aircraft with traditional tube and wing configurations that everyone is used to. And even then CFD's full effectiveness through all phases of flight is limited.

But future aircraft designs routinely flying during the 2030's may look very different from today's airliners in order to deliver on the promises of reduced fuel burn, noise and emissions.

Wings may be longer and skinnier and held up, or braced, by trusses. Aircraft hulls may be broader and flatter or have more pointed noses. Jet engines may be mounted on the top of the aircraft. Or the joint between a wing and the body may be blended into a seamless contour.

Understanding the physics behind how all of these new variables will affect airflow during all phases of flight, and then finding a way to model that in a computer simulation and validate the CFD is accurate, are the challenges facing NASA's computer experts right now.

"If we can get more physics into the models we're using with our CFD, we'll have a more general tool that can attack not only off-design conditions of conventional tube and wing aircraft, but it also will do better with the different looking configurations of the future," said Mike Rogers, an aerospace engineer at NASA's Ames Research Center in California.

Data from wind-tunnel testing of these new aircraft designs as they come along will help refine the CFD algorithms. The overarching goal is to improve the entire suite of testing capabilities -simulation, ground and flight test -- to provide a more effective, comprehensive toolbox for designers to use to advance the state of the art more quickly.

"It's an iterative process," Rogers said. "We need to continually assess how well our tools are working so we know whether they are adequate or not."

In the meantime, even as NASA's CFD experts work down a path toward their long-range future goals of 2030 -- advancements made possible only because of vast leaps in computer processing speed and power -- their first step is to meet a set of more immediate technical challenges as soon as 2017.

The first stepping-stone goal is to reduce by 40 percent the error in computing several flow phenomena for which current models fail to make accurate predictions; these flow features are likely to be encountered on some of the new aircraft configurations now being studied.

The report highlighted the need for upgrading not only the CFD algorithms, but also discussed how those new algorithms must be written to take advantage of the ever-increasing speed and complexity of future supercomputers.

Source: nasa