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Stewart, Eric C.

Publications and source records attributed to Stewart, Eric C..

At least 19 records

Improving Accuracy of Structural Dynamic Modification with Augmented Residual Vectors

It is often important to perform sensitivity analysis to determine how a structural model will be impacted by design changes. Often, the structural analysts will manually make changes to the finite element model (FEM) to determine the effects. But when dealing with a large FEM with millions of degrees of freedom these manual changes can be cumbersome and calculation of the effects can computationally expensive. Therefore, it is desirable to determine the effects of model changes through approximation methods. One common technique is to determine the analytical sensitivity of the FEM model with respect to the given change. These analytical sensitivities are valid when small changes are made to the structural model, but invalid if large changes need to be assessed. Another approach is to use Structural Dynamic Modification (SDM) to create a surrogate model to analyze model changes. SDM is a widely-used sensitivity method and is used in applications of model updating, uncertainty quantification, and model design studies. SMD is valid for moderate (10-20 percent) changes in the structural model, but model approximations are often needed for large parameter changes (greater than 20 percent). Structural Dynamic Modification can be improved by using residual vectors to augment the surrogate model formulation from SDM. Adding the residual modes increases the fidelity of the surrogate model while keeping the computational cost low. This paper discusses the application and limitations of the augmented residual modes method to two structures: the Integrated Spacecraft and Payload Element (ISPE) of the Space Launch System (SLS) and the full SLS as it is configured during its Integrated Modal Test (IMT).

Stewart, Eric C.

Quantification of Dynamic Model Validation Metrics Using Uncertainty Propagation from Requirements

The Space Launch System, NASA's new large launch vehicle for long range space exploration, is presently in the final design and construction phases, with the first launch scheduled for 2019. A dynamic model of the system has been created and is critical for calculation of interface loads and natural frequencies and mode shapes for guidance, navigation, and control (GNC). Because of the program and schedule constraints, a single modal test of the SLS will be performed while bolted down to the Mobile Launch Pad just before the first launch. A Monte Carlo and optimization scheme will be performed to create thousands of possible models based on given dispersions in model properties and to determine which model best fits the natural frequencies and mode shapes from modal test. However, the question still remains as to whether this model is acceptable for the loads and GNC requirements. An uncertainty propagation and quantification (UP and UQ) technique to develop a quantitative set of validation metrics that is based on the flight requirements has therefore been developed and is discussed in this paper. There has been considerable research on UQ and UP and validation in the literature, but very little on propagating the uncertainties from requirements, so most validation metrics are "rules-of-thumb;" this research seeks to come up with more reason-based metrics. One of the main assumptions used to achieve this task is that the uncertainty in the modeling of the fixed boundary condition is accurate, so therefore that same uncertainty can be used in propagating the fixed-test configuration to the free-free actual configuration. The second main technique applied here is the usage of the limit-state formulation to quantify the final probabilistic parameters and to compare them with the requirements. These techniques are explored with a simple lumped spring-mass system and a simplified SLS model. When completed, it is anticipated that this requirements-based validation metric will provide a quantified confidence and probability of success for the final SLS dynamics model, which will be critical for a successful launch program, and can be applied in the many other industries where an accurate dynamic model is required.

Brown, Andrew M.

Applications of Phase-Based Motion Processing

Image pyramids provide useful information in determining structural response at low cost using commercially available cameras. The current effort applies previous work on the complex steerable pyramid to analyze and identify imperceptible linear motions in video. Instead of implicitly computing motion spectra through phase analysis of the complex steerable pyramid and magnifying the associated motions, instead present a visual technique and the necessary software to display the phase changes of high frequency signals within video. The present technique quickly identifies regions of largest motion within a video with a single phase visualization and without the artifacts of motion magnification, but requires use of the computationally intensive Fourier transform. While Riesz pyramids present an alternative to the computationally intensive complex steerable pyramid for motion magnification, the Riesz formulation contains significant noise, and motion magnification still presents large amounts of data that cannot be quickly assessed by the human eye. Thus, user-friendly software is presented for quickly identifying structural response through optical flow and phase visualization in both Python and MATLAB.

Branch, Nicholas A.

Using Dispersed Modes During Model Correlation

The model correlation process for the modal characteristics of a launch vehicle is well established. After a test, parameters within the nominal model are adjusted to reflect structural dynamics revealed during testing. However, a full model correlation process for a complex structure can take months of man-hours and many computational resources. If the analyst only has weeks, or even days, of time in which to correlate the nominal model to the experimental results, then the traditional correlation process is not suitable. This paper describes using model dispersions to assist the model correlation process and decrease the overall cost of the process. The process creates thousands of model dispersions from the nominal model prior to the test and then compares each of them to the test data. Using mode shape and frequency error metrics, one dispersion is selected as the best match to the test data. This dispersion is further improved by using a commercial model correlation software. In the three examples shown in this paper, this dispersion based model correlation process performs well when compared to models correlated using traditional techniques and saves time in the post-test analysis.

Stewart, Eric C.

Substructure Versus Property-Level Dispersed Modes Calculation

This paper calculates the effect of perturbed finite element mass and stiffness values on the eigenvectors and eigenvalues of the finite element model. The structure is perturbed in two ways: at the "subelement" level and at the material property level. In the subelement eigenvalue uncertainty analysis the mass and stiffness of each subelement is perturbed by a factor before being assembled into the global matrices. In the property-level eigenvalue uncertainty analysis all material density and stiffness parameters of the structure are perturbed modified prior to the eigenvalue analysis. The eigenvalue and eigenvector dispersions of each analysis (subelement and property-level) are also calculated using an analytical sensitivity approximation. Two structural models are used to compare these methods: a cantilevered beam model, and a model of the Space Launch System. For each structural model it is shown how well the analytical sensitivity modes approximate the exact modes when the uncertainties are applied at the subelement level and at the property level.

Stewart, Eric C.

A Piloted Simulator Evaluation of Transport Aircraft Rudder Pedal Force/Feel Characteristics

A piloted simulation study has been conducted in a fixed-base research simulator to assess the directional handling qualities for various rudder pedal feel characteristics for commercial transport airplanes. That is, the effects of static pedal force at maximum pedal travel, breakout force, and maximum pedal travel on handling qualities were studied. An artificial maneuver with a severe lateral wind shear and requiring runway tracking at an altitude of 50 feet in a crosswind was used to fully exercise the rudder pedals. Twelve active airline pilots voluntarily participated in the study and flew approximately 500 maneuvers. The pilots rated the maneuver performance with various rudder pedal feel characteristics using the Cooper- Harper rating scale. The test matrix had 15 unique combinations of the 3 static pedal feel characteristics. A 10-term, second-order equation for the Cooper-Harper pilot rating as a function of the 3 independent pedal feel parameters was fit to the data. The test matrix utilized a Central Composite Design that is very efficient for fitting an equation of this form. The equation was used to produce contour plots of constant pilot ratings as a function of two of the parameters with the third parameter held constant. These contour plots showed regions of good handling qualities as well as regions of degraded handling qualities. In addition, a numerical equation solver was used to predict the optimum parameter values (those with the lowest pilot rating). Quantitative pilot performance data were also analyzed. This analysis found that the peak values of the cross power spectra of the pedal force and heading angle could be used to quantify the tendency toward directional pilot induced oscillations (PIO). Larger peak values of the cross power spectra were correlated with larger (degraded) Cooper-Harper pilot ratings. Thus, the subjective data (Cooper-Harper pilot ratings) were consistent with the objective data (peak values of the cross power spectra).

Stewart, Eric C.

Turbulence Hazard Metric Based on Peak Accelerations for Jetliner Passengers

Calculations are made of the approximate hazard due to peak normal accelerations of an airplane flying through a simulated vertical wind field associated with a convective frontal system. The calculations are based on a hazard metric developed from a systematic application of a generic math model to 1-cosine discrete gusts of various amplitudes and gust lengths. The math model simulates the three degree-of- freedom longitudinal rigid body motion to vertical gusts and includes (1) fuselage flexibility, (2) the lag in the downwash from the wing to the tail, (3) gradual lift effects, (4) a simplified autopilot, and (5) motion of an unrestrained passenger in the rear cabin. Airplane and passenger response contours are calculated for a matrix of gust amplitudes and gust lengths. The airplane response contours are used to develop an approximate hazard metric of peak normal accelerations as a function of gust amplitude and gust length. The hazard metric is then applied to a two-dimensional simulated vertical wind field of a convective frontal system. The variations of the hazard metric with gust length and airplane heading are demonstrated.

Stewart, Eric C.

Dynamics Modeling and Simulation of Large Transport Airplanes in Upset Conditions

As part of NASA's Aviation Safety and Security Program, research has been in progress to develop aerodynamic modeling methods for simulations that accurately predict the flight dynamics characteristics of large transport airplanes in upset conditions. The motivation for this research stems from the recognition that simulation is a vital tool for addressing loss-of-control accidents, including applications to pilot training, accident reconstruction, and advanced control system analysis. The ultimate goal of this effort is to contribute to the reduction of the fatal accident rate due to loss-of-control. Research activities have involved accident analyses, wind tunnel testing, and piloted simulation. Results have shown that significant improvements in simulation fidelity for upset conditions, compared to current training simulations, can be achieved using state-of-the-art wind tunnel testing and aerodynamic modeling methods. This paper provides a summary of research completed to date and includes discussion on key technical results, lessons learned, and future research needs.

Foster, John V.

Simulation Study of Flap Effects on a Commercial Transport Airplane in Upset Conditions

As part of NASA's Aviation Safety and Security Program, a simulation study of a twinjet transport airplane crew training simulation was conducted to address fidelity for upset or loss of control conditions and to study the effect of flap configuration in those regimes. Piloted and desktop simulations were used to compare the baseline crew training simulation model with an enhanced aerodynamic model that was developed for high-angle-of-attack conditions. These studies were conducted with various flap configurations and addressed the approach-to-stall, stall, and post-stall flight regimes. The enhanced simulation model showed that flap configuration had a significant effect on the character of departures that occurred during post-stall flight. Preliminary comparisons with flight test data indicate that the enhanced model is a significant improvement over the baseline. Some of the unrepresentative characteristics that are predicted by the baseline crew training simulation for flight in the post-stall regime have been identified. This paper presents preliminary results of this simulation study and discusses key issues regarding predicted flight dynamics characteristics during extreme upset and loss-of-control flight conditions with different flap configurations.

Cunningham, Kevin

Description of a Normal-Force In-Situ Turbulence Algorithm for Airplanes

A normal-force in-situ turbulence algorithm for potential use on commercial airliners is described. The algorithm can produce information that can be used to predict hazardous accelerations of airplanes or to aid meteorologists in forecasting weather patterns. The algorithm uses normal acceleration and other measures of the airplane state to approximate the vertical gust velocity. That is, the fundamental, yet simple, relationship between normal acceleration and the change in normal force coefficient is exploited to produce an estimate of the vertical gust velocity. This simple approach is robust and produces a time history of the vertical gust velocity that would be intuitively useful to pilots. With proper processing, the time history can be transformed into the eddy dissipation rate that would be useful to meteorologists. Flight data for a simplified research implementation of the algorithm are presented for a severe turbulence encounter of the NASA ARIES Boeing 757 research airplane. The results indicate that the algorithm has potential for producing accurate in-situ turbulence measurements. However, more extensive tests and analysis are needed with an operational implementation of the algorithm to make comparisons with other algorithms or methods.

Stewart, Eric C.

A Sensor-Independent Gust Hazard Metric

A procedure for calculating an intuitive hazard metric for gust effects on airplanes is described. The hazard metric is for use by pilots and is intended to replace subjective pilot reports (PIREPs) of the turbulence level. The hazard metric is composed of three numbers: the first describes the average airplane response to the turbulence, the second describes the positive peak airplane response to the gusts, and the third describes the negative peak airplane response to the gusts. The hazard metric is derived from any time history of vertical gust measurements and is thus independent of the sensor making the gust measurements. The metric is demonstrated for one simulated airplane encountering different types of gusts including those derived from flight data recorder measurements of actual accidents. The simulated airplane responses to the gusts compare favorably with the hazard metric.

Stewart, Eric C.

A Study of Airline Passenger Susceptibility to Atmospheric Turbulence Hazard

A simple, generic, simulation math model of a commercial airliner has been developed to study the susceptibility of unrestrained passengers to large, discrete gust encounters. The math model simulates the longitudinal motion to vertical gusts and includes (1) motion of an unrestrained passenger in the rear cabin, (2) fuselage flexibility, (3) the lag in the downwash from the wing to the tail, and (4) unsteady lift effects. Airplane and passenger response contours are calculated for a matrix of gust amplitudes and gust lengths of a simulated mountain rotor. A comparison of the model-predicted responses to data from three accidents indicates that the accelerations in actual accidents are sometimes much larger than the simulated gust encounters.

Stewart, Eric C.

Flight Data Reduction of Wake Velocity Measurements Using an Instrumented OV-10 Airplane

A series of flight tests to measure the wake of a Lockheed C- 130 airplane and the accompanying atmospheric state have been conducted. A specially instrumented North American Rockwell OV-10 airplane was used to measure the wake and atmospheric conditions. An integrated database has been compiled for wake characterization and validation of wake vortex computational models. This paper describes the wake- measurement flight-data reduction process.

Vicroy, Dan D.

A Parametric Study of Accelerations of an Airplane Due to a Wake Vortex System

A study was conducted using strip theory to systematically investigate the effects of progressively more complete descriptions of the interaction of an airplane with a wake vortex system. The emphasis was in roll-dominant, parallel, vortex encounters. That is, the simulated airplane's longitudinal axis was nearly parallel to the rotation axis of the vortex system for most of the results presented. The study began with a drag-less rectangular wing in the flow field of a single vortex and progressed to a complete airplane with aerodynamic surfaces possessing taper, sweep, dihedral, and stalling and immersed in the flow field of a vortex pair in ground effect. The effects of the pitch, roll, and yaw attitudes of the airplane on the calculated accelerations were also investigated. The airplane had the nominal characteristics of a Boeing 757, and the vortex flow field had the nominal characteristics of the wake of a Boeing 767. The Bumham-Hallock model of a vortex flow field was used throughout the study. The data are presented mainly in terms of contours of equal acceleration in a two-dimensional area centered on the vortex pair and having dimensions of 300 feet by 300 feet.

Stewart, Eric C.

A Piloted Simulation Study of Wake Turbulence on Final Approach

A piloted simulation study has been conducted in a research simulator to provide a means to estimate the effects of different levels of wake turbulence on final approach. A worst-case methodology was used to ensure conservative estimates. Fourteen airline pilots voluntarily participated in the study and flew almost 1000 approaches. The pilots rated the subjective severity of the disturbances using a special rating scale developed for this study. Several objective measures of the airplane/pilot response to the simulated wake turbulence were also made. All the data showed a large amount of variation between pilots and to a lesser extent for a given pilot. Therefore, the data were presented at 50, 70, 90 percentile levels as a function of vortex strength. The data allow estimates of the vortex strength for a given subjective or objective response and vice versa. The results of this study appear to be more conservative than the results of previous studies.

Stewart, Eric C.

An Evaluation of the Measurement Requirements for an In-Situ Wake Vortex Detection System

Results of a numerical simulation are presented to determine the feasibility of estimating the location and strength of a wake vortex from imperfect in-situ measurements. These estimates could be used to provide information to a pilot on how to avoid a hazardous wake vortex encounter. An iterative algorithm based on the method of secants was used to solve the four simultaneous equations describing the two-dimensional flow field around a pair of parallel counter-rotating vortices of equal and constant strength. The flow field information used by the algorithm could be derived from measurements from flow angle sensors mounted on the wing-tip of the detecting aircraft and an inertial navigation system. The study determined the propagated errors in the estimated location and strength of the vortex which resulted from random errors added to theoretically perfect measurements. The results are summarized in a series of charts and a table which make it possible to estimate these propagated errors for many practical situations. The situations include several generator-detector airplane combinations, different distances between the vortex and the detector airplane, as well as different levels of total measurement error.

Fuhrmann, Henri D.

Flutter clearance flight tests of an OV-10A airplane modified for wake vortex flight experiments

The envelope expansion, flight flutter tests of a modified OV-10A aircraft are described. For the wake vortex research program, the airplane was modified to incorporate three forward-extending instrumentation booms, one extending forward from each wing tip and one from the right side of the fuselage. The booms were instrumented with sensors to measure the velocity and direction of local air flow. The flutter test results show that the modified OV-10A aircraft is free from flutter at speeds up to 330 KEAS at 5000 feet altitude.

Doggett, Robert V., Jr.