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At least 289 records · Page 16

Identification of Linear and Nonlinear Aerodynamic Impulse Responses Using Digital Filter Techniques

This paper discusses the mathematical existence and the numerically-correct identification of linear and nonlinear aerodynamic impulse response functions. Differences between continuous-time and discrete-time system theories, which permit the identification and efficient use of these functions, will be detailed. Important input/output definitions and the concept of linear and nonlinear systems with memory will also be discussed. It will be shown that indicial (step or steady) responses (such as Wagner's function), forced harmonic responses (such as Theodorsen's function or those from doublet lattice theory), and responses to random inputs (such as gusts) can all be obtained from an aerodynamic impulse response function. This paper establishes the aerodynamic impulse response function as the most fundamental, and, therefore, the most computationally efficient, aerodynamic function that can be extracted from any given discrete-time, aerodynamic system. The results presented in this paper help to unify the understanding of classical two-dimensional continuous-time theories with modern three-dimensional, discrete-time theories. First, the method is applied to the nonlinear viscous Burger's equation as an example. Next the method is applied to a three-dimensional aeroelastic model using the CAP-TSD (Computational Aeroelasticity Program - Transonic Small Disturbance) code and then to a two-dimensional model using the CFL3D Navier-Stokes code. Comparisons of accuracy and computational cost savings are presented. Because of its mathematical generality, an important attribute of this methodology is that it is applicable to a wide range of nonlinear, discrete-time problems.

Silva, Walter A.↗

Assessing the Impact of Mirror Technology on Driver Perception and Safety: Traditional vs. Camera-Based Systems

Camera-based mirror systems (CBMS) are being adopted by commercial fleets based on the potential improvements to operational efficiency through improved aerodynamics, resulting in better fuel economy, improved maneuverability, and the potential improvement for overall safety. Until CBMS are widely adopted it will be expected that drivers will be required to adapt to both conventional glass mirrors and CBMS which could have potential impact on the safety and performance of the driver when moving between vehicles with and without CBMS. To understand the potential impact to driver perception and safety, along with other human factors related to CBMS, laboratory testing was performed to understand the impact of CBMS and conventional glass mirrors. Drivers were subjected to various, nominal driving scenarios using a truck equipped with conventional glass mirrors, CBMS, and both glass mirrors and CBMS, to observe the differences in metrics such as head and eye movement, reaction time, and perception of distance. The finds from this study will serve as the baseline measurements for future research regarding off-nominal driving scenarios and hardware failures of CBMS, as well as inform potential future policy regarding CBMS for the use in commercial vehicles in lieu of conventional glass mirrors.

Siekmann, Adam [ORNL] (ORCID:0000000284653935)↗

Transonic transport study: Economics

An economic analysis was performed to evaluate the impact of advanced materials, increased aerodynamic and structural efficiencies, and cruise speed on advanced transport aircraft designed for cruise Mach numbers of .90, .98, and 1.15. A detailed weight statement was generated by an aircraft synthesis computer program called TRANSYN-TST; these weights were used to estimate the cost to develop and manufacture a fleet of aircraft of each configuration. The direct and indirect operating costs were estimated for each aircraft, and an average return on investment was calculated for various operating conditions. There was very little difference between the operating economics of the aircraft designed for Mach numbers .90 and .98. The Mach number 1.15 aircraft was economically marginal in comparison but showed significant improvements with the application of carbon/epoxy structural material. However, the Mach .90 and Mach .98 aircraft are the most economically attractive vehicles in the study.

Smith, C. L.↗

Effects of leading edge sweep angle and design lift coefficient on performance of a modified arrow wing at a design Mach number of 2.6

Wing models were tested in the high-speed section of the Langley Unitary Plan wind tunnel to study the effects of the leading-edge sweep angle and the design lift coefficient on aerodynamic performance and efficiency. The models had leading-edge sweep angles of 69.44 deg, 72.65 deg, and 75.96 deg which correspond to values of the design Mach-number-sweep-angle parameter (beta cotangent A) sub DES of 0.6, 0.75, and 0.9, respectively. For each sweep angle, camber surfaces having design lift coefficients of 0,0.08, and 0.12 at a design Mach number of 2.6 were generated. The wind-tunnel tests were conducted at Mach numbers of 2.3, 2.6, and 2.96 with a stagnation temperature of 338.7 K (150 F) and a Reynolds number per meter of 9.843 times 10 to the 6th power. The results of the tests showed that only a moderate sweeping of the wing leading edge aft of the Mach line along with a small-to-moderate amount of camber and twist was needed to significantly improve the zero-lift (flat camber surface) wing performance and efficiency.

Mack, R. J.↗

Experimental effects of fuselage camber on longitudinal aerodynamic characteristics of a series of wing-fuselage configurations at a Mach number of 1.41

An experimental investigation was conducted to evaluate a method for the integration of a fighter-type fuselage with a theoretical wing to preserve desirable wing aerodynamic characteristics for efficient maneuvering. The investigation was conducted by using semispan wing fuselage models mounted on a splitter plate. The models were tested through an angle of attack range at a Mach number of 1.41. The wing had a leading edge sweep angle of 50 deg and an aspect ratio of 2.76; the wing camber surface was designed for minimum drag due to lift and was to be self trimming at a lift coefficient of 0.2 and at a Mach number of 1.40. A series of five fuselages of various camber was tested on the wing.

Dollyhigh, S. M.↗

Sixty years of aeronautical research, 1917-1977

The history of Langley Research Center and its contributions to solving problems related to flight over the past six decades is recounted. Technical innovations described include those related to air craft construction materials, jet and rocket propulsion, flight testing and simulation, wind tunnel tests, noise reduction, supersonic flight, air traffic control, structural analysis, computational aerodynamics, and fuel efficiency.

Anderton, D. A.↗

Two-Dimensional Grids About Airfoils and Other Shapes

GRAPE computer program generates two-dimensional finite-difference grids about airfoils and other shapes by use of Poisson differential equation. GRAPE can be used with any boundary shape, even one specified by tabulated points and including limited number of sharp corners. Numerically stable and computationally fast, GRAPE provides aerodynamic analyst with efficient and consistant means of grid generation.

Sorenson, R.↗

Hypersonic airbreathing missile concepts under study at NASA Langley Research Center

The design and performance of several tactical and strategic hypersonic airbreathing missile concepts under study at the NASA Langley Research Center are discussed from an evolutionary perspective. A mid- and chin inlet missile design, constrained to the Navy's vertical box launcher, was investigated; a performance comparison is presented that is favorable to the mid-inlet approach. Parasol wing, confined flow field, and spatula-like cruise missile configurations were examined with strategic applications in mind. The preliminary results are encouraging with respect to aerodynamic and volumetric efficiency and choice of engine integration schemes.

Hunt, J. L.↗

Developments in the NASA transport aircraft laminar flow program

The NASA transport aircraft laminar flow program is assessed including on-going work and future research. The on-going program is discussed with reference to the advanced swept LFC airfoil tests, wind surface panel development, and leading edge flight tests. Among the areas of research considered are the variable sweep transition flight test, laminar flow wing aerodynamic design, and efficient laminar flow structures.

Wagner, R. D.↗

Numerical simulations of aerodynamic contribution of flows about a space-plane-type configuration

The slightly supersonic viscous flow about the space-plane under development at the National Aerospace Laboratory (NAL) in Japan was simulated numerically using the LU-ADI algorithm. The wind-tunnel testing for the same plane also was conducted with the computations in parallel. The main purpose of the simulation is to capture the phenomena which have a great deal of influence to the aerodynamic force and efficiency but is difficult to capture by experiments. It includes more accurate representation of vortical flows with high angles of attack of an aircraft. The space-plane shape geometry simulated is the simplified model of the real space-plane, which is a combination of a flat and slender body and a double-delta type wing. The comparison between experimental results and numerical ones will be done in the near future. It could be said that numerical results show the qualitatively reliable phenomena.

Matsushima, Kisa↗

Evaluation and application of VSAERO to a nonaxisymmetric afterbody with thrust vectoring

The incorporation of multifunction nozzles into fighter aircraft can enhance fighter maneuverability and performance. Development of computational methods will be vital for determining efficient methods of aerodynamic integration of these nozzles. This paper will discuss the utilization of a current technology subsonic panel method (VSAERO) for predicting the flow about a nonaxisymmetric nozzle afterbody with and without a thrust vectoring concept. Two modelings for the vectored exhaust are presented. Highly favorable comparisons were obtained with a rudimentary modeling of the vectored exhaust.

Carlson, John R.↗

The 12-foot pressure wind tunnel restoration project model support systems

The 12 Foot Pressure Wind Tunnel is a variable density, low turbulence wind tunnel that operates at subsonic speeds, and up to six atmospheres total pressure. The restoration of this facility is of critical importance to the future of the U.S. aerospace industry. As part of this project, several state of the art model support systems are furnished to provide an optimal balance between aerodynamic and operational efficiency parameters. Two model support systems, the Rear Strut Model Support, and the High Angle of Attack Model Support are discussed. This paper covers design parameters, constraints, development, description, and component selection.

Sasaki, Glen E.↗

Design of a high capacity long range cargo aircraft

This report examines the design of a long range cargo transport to attempt to reduce ton-mile shipping costs and to stimulate the air cargo market. This design effort involves the usual issues but must also include consideration of: airport terminal facilities; cargo loading and unloading; and defeating the 'square-cube' law to design large structures. This report reviews the long range transport design problem and several solutions developed by senior student design teams at Purdue University. The results show that it will be difficult to build large transports unless the infrastructure is changed and unless the basic form of the airplane changes so that aerodynamic and structural efficiencies are employed.

Weisshaar, Terrence A.↗

Overview of the Mars Science Laboratory Parachute Decelerator Subsystem

In 2010 the Mars Science Laboratory (MSL) mission will deliver NASA's largest and most capable rover to the surface of Mars. MSL will explore previously unattainable landing sites due to the implementation of a high precision Entry, Descent, and Landing (EDL) system. The parachute decelerator subsystem (PDS) is an integral prat of the EDL system, providing a mass and volume efficient some of aerodynamic drag to decelerate the entry vehicle from Mach 2 to subsonic speeds prior to final propulsive descent to the sutface. The PDS for MSL is a mortar deployed 19.7m Viking type Disk-Gap-Band (DGB) parachute; chosen to meet the EDL timeline requirements and to utilize the heritage parachute systems from Viking, Mars Pathfinder, Mars Exploration Rover, and Phoenix NASA Mars Lander Programs. The preliminary design of the parachute soft goods including materials selection, stress analysis, fabrication approach, and development testing will be discussed. The preliminary design of mortar deployment system including mortar system sizing and performance predictions, gas generator design, and development mortar testing will also be presented.

Entry, Descent, and Landing (EDL)↗

On Noise Assessment for Blended Wing Body Aircraft

A system noise study is presented for the blended-wing-body (BWB) aircraft configured with advanced technologies that are projected to be available in the 2025 timeframe of the NASA N+2 definition. This system noise assessment shows that the noise levels of the baseline configuration, measured by the cumulative Effective Perceived Noise Level (EPNL), have a large margin of 34 dB to the aircraft noise regulation of Stage 4. This confirms the acoustic benefits of the BWB shielding of engine noise, as well as other projected noise reduction technologies, but the noise margins are less than previously published assessments and are short of meeting the NASA N+2 noise goal. In establishing the relevance of the acoustic assessment framework, the design of the BWB configuration, the technical approach of the noise analysis, the databases and prediction tools used in the assessment are first described and discussed. The predicted noise levels and the component decomposition are then analyzed to identify the ranking order of importance of various noise components, revealing the prominence of airframe noise, which holds up the levels at all three noise certification locations and renders engine noise reduction technologies less effective. When projected airframe component noise reduction is added to the HWB configuration, it is shown that the cumulative noise margin to Stage 4 can reach 41.6 dB, nearly at the NASA goal. These results are compared with a previous NASA assessment with a different study framework. The approaches that yield projections of such low noise levels are discussed including aggressive assumptions on future technologies, assumptions on flight profile management, engine installation, and component noise reduction technologies. It is shown that reliable predictions of component noise also play an important role in the system noise assessment. The comparisons and discussions illustrate the importance of practical feasibilities and constraints in aircraft system noise studies, which include aerodynamic performance, propulsion efficiency, flight profile limitation and many other factors. For a future aircraft concept to achieve the NASA N+2 noise goal it will require a range of fully successful noise reduction technology developments.

Guo, Yueping↗

Durability Characterization of Low Ice Adhesion and Impact Resistance Coatings

Glaze, rime and mixed icing conditions can cause significant variation in aerodynamic performance, fuel efficiency, and flight safety. For commercial aircraft, active icing mitigation strategies are utilized to enable safe flight within icing conditions according to the FAR Part 25/29 Appendix C icing envelope. For general aviation and unmanned aerial vehicles that cannot support active anti-icing technologies, avoidance is the only recourse. Passive approaches have been investigated to reduce weight and energy consumption for active systems and to expand the operational envelope for smaller aircraft. Coatings are one passive method to reduce or mitigate ice accretion on frontal surfaces of commercial aircraft with the greatest region of interest being wing leading edges. Aircraft wing leading edges represent an extreme environment. Durability must be considered for any material to be applied as a coating in this area. Currently, there are no specifications regarding coating durability of a low ice adhesion material applied on the wing leading edge. Therefore, a reasonable starting point is to use the durability specifications put forth for an aircraft external coating. Besides the tests called out in these specifications, others were included such as Taber abrasion to simulate wear and erosion. Beyond durability, performance metrics with regards to adhesion strength of accreted in-flight (i.e., impact) icing are central to determine coating usefulness. Determination of this property though is particularly challenging and only a few facilities have the capability to quantify this. An instrument at NASA Langley Research Center [Adverse Environment Rotary Test Stand Jr., (AERTS Jr.)], based on the AERTS system at The Pennsylvania State University, allows for screening numerous coatings subjected to the icing environment. To establish a benchmark for comparison with research coatings, a state-of-the-art (SOA) commercial aircraft coating was subjected to an array of salient durability and performance experiments. The same tests were conducted using a baseline epoxy (BE) resin formulation that demonstrated some initial promising results for comparison. Results from this initial screening will be discussed herein.

Miranda L Beaudry↗

Subsonic Single Aft Engine (SUSAN) Transport Aircraft Concept and Trade Space Exploration

A trade space exploration of a new NASA regional transport aircraft concept called the SUbsonic Single Aft eNgine (SUSAN) Electrofan is presented. The SUSAN concept uses a 20MW Electrified Aircraft Propulsion (EAP) system to enable advance Propulsion Airframe Integration (PAI) in transport category aircraft. Alternative fuels will be used to reduce the amount of emissions per energy used. By combining these features there is the potential to reduce aircraft emissions by 50% per passenger/mile while retaining the size, speed, and range of large regional jets. SUSAN is has a 750 mile economic mission, a 2500 mile design range and a maximum capacity of 180 passengers. The SUSAN configuration utilizes a single aft mounted engine and distributed electric wing-mounted thrusters on a tube and wing arrangement with a T-tail empennage. The SUSAN Electrofan employs a hybrid powertrain to enable: single turbofan operation on a large transport category aircraft; increased aerodynamic and propulsive efficiency through placement of electric engines; optimized turbofan sizing and efficiency through control and electric boosting, reduced control surface sizing through thrust augmentation. A single use battery is employed as the power source in case of turbofan failure. The design study also considers the constraints of operating within the current airport, airspace and economic constraints. This paper presents the status of the trade space exploration; however the concept definition is not finished. Forward work includes optimizing the overall aircraft configuration and including certain hard to model features like boundary layer ingestion or natural laminar flow across all appliable subsystems. Additional work forward work is a more extensive analysis of the configuration using alternative fuels.

Ralph H. Jansen↗

Brief Overview of Subsonic Single Aft Engine (SUSAN) Transport Aircraft Concept and Trade Space Exploration

The SUSAN concept uses a 20-megawatt Electrified Aircraft Propulsion system to enable advance Propulsion Airframe Integration in transport category aircraft. Alternative fuels will be used to reduce the amount of emissions per energy used. By combining these features there is the potential to reduce aircraft emissions by 50 percent per passenger/mile while retaining the size, speed, and range of large regional jets. The SUSAN is has a 750-mile economic mission, a 2500-mile design range and a maximum capacity of 180 passengers. The SUSAN configuration utilizes a single aft mounted engine and distributed electric wing-mounted thrusters on a tube and wing arrangement with a T-tail empennage. The SUSAN Electrofan employs a hybrid powertrain to enable: single turbofan operation on a large transport category aircraft; increased aerodynamic and propulsive efficiency through placement of electric engines; optimized turbofan sizing and efficiency through control and electric boosting, reduced control surface sizing through thrust augmentation. A single use battery is employed as the power source in case of turbofan failure. The design study also considers the constraints of operating within the current airport, airspace, and economic constraints. Forward work includes optimizing the overall aircraft configuration and including certain hard to model features like boundary layer ingestion or natural laminar flow across all appliable subsystems. Additional work forward work is a more extensive analysis of the configuration using alternative fuels.

Ralph Jansen↗