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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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NASA NTRS2016

Refined AFC-Enabled High-Lift System Integration Study

A prior trade study established the effectiveness of using Active Flow Control (AFC) for reducing the mechanical complexities associated with a modern high-lift system without sacrificing aerodynamic performance at low-speed flight conditions representative of takeoff and landing. The current technical report expands on this prior work in two ways: (1) a refined conventional high-lift system based on the NASA Common Research Model (CRM) is presented that is more representative of modern commercial transport aircraft in terms of stall characteristics and maximum Lift/Drag (L/D) ratios at takeoff and landing-approach flight conditions; and (2) the design trade space for AFC-enabled high-lift systems is expanded to explore a wider range of options for improving their efficiency. The refined conventional high-lift CRM (HL-CRM) concept features leading edge slats and slotted trailing edge flaps with Fowler motion. For the current AFC-enhanced high lift system trade study, the refined conventional high-lift system is simplified by substituting simply-hinged trailing edge flaps for the slotted single-element flaps with Fowler motion. The high-lift performance of these two high-lift CRM variants is established using Computational Fluid Dynamics (CFD) solutions to the Reynolds-Averaged Navier-Stokes (RANS) equations. These CFD assessments identify the high-lift performance that needs to be recovered through AFC to have the CRM variant with the lighter and mechanically simpler high-lift system match the performance of the conventional high-lift system. In parallel to the conventional high-lift concept development, parametric studies using CFD guided the development of an effective and efficient AFC-enabled simplified high-lift system. This included parametric trailing edge flap geometry studies addressing the effects of flap chord length and flap deflection. As for the AFC implementation, scaling effects (i.e., wind-tunnel versus full-scale flight conditions) are addressed, as are AFC architecture aspects such as AFC unit placement, number AFC units, operating pressures, mass flow rates, and steady versus unsteady AFC applications. These efforts led to the development of a novel traversing AFC actuation concept which is efficient in that it reduces the AFC mass flow requirements by as much as an order of magnitude compared to previous AFC technologies, and it is predicted to be effective in driving the aerodynamic performance of a mechanical simplified high-lift system close to that of the reference conventional high-lift system. Conceptual system integration studies were conducted for the AFC-enhanced high-lift concept applied to a NASA Environmentally Responsible Aircraft (ERA) reference configuration, the so-called ERA-0003 concept. The results from these design integration assessments identify overall system performance improvement opportunities over conventional high-lift systems that suggest the viability of further technology maturation efforts for AFC-enabled high lift flap systems. To that end, technical challenges are identified associated with the application of AFC-enabled high-lift systems to modern transonic commercial transports for future technology maturation efforts.

Hartwich, Peter M.↗
NASA NTRS2018

Application of a Knowledge-Based Optimization Method for Aerodynamic Design

The current research is investigating the application of an optimization technique to an existing knowledge-based design tool. The optimization method, referred to as CODISC, helps improve the results from a knowledge-based design by eliminating the required advanced design knowledge, or help fine-tune a well-performing vehicle. Three CODISC designs are presented using a generic transonic transport, the Common Research Model (CRM). One design optimizes the baseline CRM to demonstrate the ability to improve a well-performing vehicle. Another design is performed from the CRM with camber and twist removed, which highlights the ability to use CODISC in the conceptual design phase. The final design implements laminar flow on the CRM, showing how CODISC can optimize the extent of laminar flow to find the best aerodynamic performance. All three CODISC designs reduced the vehicle drag compared to the baseline CRM, and highlight the new optimization technique’s versatility in the aircraft design industry.

CODISC↗
NASA NTRSDate not supplied

Mitigation of Nacelle/Pylon Wake on the High-Lift Common Research Model Using a Nacelle Chine

A 10% scale, high-lift version of the Common Research Model (CRM-HL) was tested in the NASA Langley Research Center 14-by22-Foot Subsonic Tunnel. The focus of the wind tunnel test campaign was to assess the feasibility of active flow control (AFC) on the simplified CRM-HL configuration. The modular design of the CRM-HL model enabled the testing of the conventional CRM-HL version to establish a benchmark for the AFC research. The wind tunnel model has the capability of being tested with and without the engine nacelle/pylon for comparison. The wind tunnel investigation included the acquisition of force and moment data, steady pressure data, as well as surface flow visualization using minitufts. For some select cases, numerical simulations were performed to aid in understanding the wind tunnel data. Wind tunnel measurements indicated a lift degradation of the conventional CRM-HL at high angles of attack. The surface flow visualization with fluorescent minitufts revealed that the lift degradation is due to flow separation caused by the nacelle/pylon wake on the inboard wing. The wake and the consequent flow separation were successfully mitigated using a nacelle chine installed on the inboard side of the engine nacelle.

Mehti Koklu↗
NASA NTRS2022

Semispan Test Results of a Conventional High-Lift Common Research Model in Landing Configuration

A 10%-scale high-lift version of the Common Research Model (CRM-HL) was tested in the 14- by 22-Foot Subsonic Tunnel at the NASA Langley Research Center. This research was aimed at providing a representative reference case for comparison with an Active Flow Control (AFC) enabled version of the CRM-HL and to increase the existing experimental database for CFD high-lift prediction. The test was conducted mostly at a freestream Mach number of 0.20. The effects of the engine nacelle, nacelle chine, tufts, small variations in Mach number, hysteresis-associated increasing/decreasing angle of attack, and incoming floor boundary-layer thickness (i.e., thinning by activation of the floor boundary layer removal system) were examined. A prestall lift performance degradation for the CRM-HL configuration was resolved with a properly placed nacelle chine. Surface pressure results are presented in detail for three key variants of CRM-HL — baseline (nacelle on), nacelle off, and nacelle with the most effective chine installation. The presented aerodynamic forces and surface pressures include both with and without the wall correction using the Transonic Wall Interference Correction System (TWICS) method. A limited set of photogrammetry results is also presented to document the model deformation under test conditions.

high-lift↗
NASA NTRS2019

NASA Common Research Model: A History and Future Plans

The NASA Common Research Model (CRM) has enabled many formal and informal international cooperative activities and has enabled aeronautical researchers and engineers in industry, government, and academia to work together across organizational and international borders sharing results on relevant problems for the benefit of all. The NASA Common Research Model (CRM) was conceived in 2007 and its aerodynamic design completed in 2008 responding to needs broadly expressed both within the US and international aeronautics communities for modern/industry-relevant and open/public geometries coupled with advanced experimental data for applied computational fluid dynamic validation studies. This paper provides a brief history of the development of the CRM, along with a summary of wind tunnel model data that has been obtained over the past 10 years. This paper presents data obtained from the NASA Langley National Transonic Facility, the Ames 11-ft Transonic Wind Tunnel and the European Transonic Windtunnel. Sample comparisons are given between the three wind tunnels for lift, drag and pitching moment. Several CRM-derivatives that have been developed are also summarized in this paper.

NASA Common Research Model (CRM)↗
NASA NTRSDate not supplied

Aeroelastic Modeling and CFD Simulation of Wind-Tunnel Scale Aspect Ratio 13.5 Common Research Model

This paper presents an aeroelastic modeling and simulation study of an aspect ratio 13.5 wind-tunnel scale Common Research Model (CRM) with distributed flaps. A vortex-lattice VSPAERO model of the CRM model is developed. A transonic small disturbance/integral boundary layer correction method is implemented in the VSPAERO model to account for the transonic and viscous flow effects. The structural deformation of the CRM model is calculated using a NASTRAN equivalent beam model. The VSPAERO model is coupled to the NASTRAN equivalent beam model to provide a rapid aero-structural analysis. A validation of the VSPAERO aeroelastic model is conducted by comparing the results to FUN3D CFD aeroelastic simulation results. An aerodynamic database is generated using the developed VSPAERO aeroelastic model for the real-time drag optimization and maneuver load alleviation study of the wind-tunnel scale CRM model.

Aeroelastic Modeling↗
NASA NTRS1987

Cockpit resource management training at People Express

In January 1986 in a continuing effort to maintain and improve flight safety and solve some Cockpit Resource Management (CRM) problems, People Express implemented a new CRM training program. It is a continuously running program, scheduled over the next three years and includes state-of-the-art full-mission simulation (LOFT), semi-annual seminar workshops and a comprehensive academic program authored by Robert W. Mudge of Cockpit Management Resources Inc. That program is outlined and to maximize its contribution to the workshop's goals, is organized into four topic areas: (1) Program content: the essential elements of resource management training; (2) Training methods: the strengths and weaknesses of current approaches; (3) Implementation: the implementation of CRM training; and (4) Effectiveness: the effectiveness of training. It is confined as much as possible to concise descriptions of the program's basic components. Brief discussions of rationale are included, however no attempt is made to discuss or review popular CRM tenets or the supporting research.

Bruce, Keith D.↗
NASA NTRS1989

Evaluating the effectiveness of cockpit resource management training

The concept of providing flight crews with intensive training in crew coordination and interpersonal skills (cockpit resource management training - CRM) is outlined with emphasis on full mission simulator training (line-oriented flight training - LOFT). Findings from several airlines that have instituted CRM and LOFT are summarized. Four types of criteria used for evaluating CRM programs: observer ratings of crew behavior, measures of attitudes regarding cockpit management, self-reports by participants on the value of the training, and case studies of CRM-related incidents and accidents are covered. Attention is focused on ratings of the performance of crews during line flights and during simulator sessions conducted as a part of LOFT. A boomerang effect - the emergence of a subgroup that has changed the attitudes in the opposite direction from that desired is emphasized.

Helmreich, Robert L.↗
NASA NTRS1991

The effect of low-temperature hydrothermal alteration on the remanent magnetization of synthetic titanomagnetites - A case for acquisition of chemical remanent magnetization

Experiments were performed demonstrating that a chemical remanent magnetization (CRM) can be acquired during the aqueous oxidation of synthetic titanomagnetites (TM40:Fe/2.6/Ti/0.4/O4) by the removal of iron, as it does in the oceanic crust basalts. Results showed that the CRM is acquired along the ambient field direction during oxidation, and that there is no coupling of the CRM and the thermoremanent magnetization. The rate of oxidation was found to be pH-dependent, with the amount of CRM acquired varying inversely with the pH of the oxidizing solution. The reaction produced nascent hydrogen gas. Results support the chemical equation for titanomagnetic oxidation proposed by Worm and Banerjee (1984).

Kelso, Paul R.↗
NASA NTRS2003

Improving the Science Observing Efficiency of the Chandra X-ray Observatory via Chandra Radiation

The Chandra X-ray Observatory (CXO), NASA' latest "Great Observatory", swas launched on July 23, 1999 and reached its final orbit on August 7, 1999. The CXO is in a highly elliptical orbit, approximately 140,000 km x 10,000 km, and has a period of approximately 63.5 hours (approx. 2.65 days). It transits the Earth's Van Allen belts once per orbit during which no science observations can be performed due to the high radiation environment. The Chandra X-ray Observatory Center currently uses the National Space Science Data Center's "near Earth" AP-8/AE-8 radiation belt model to predict the start and end times of passage through the radiation belts. Our earlier analysis demonstrated that our implementation of the AP-8/AE-8 model (a simple dipole model of the Earth's magnetic field) does not always give sufficiently accurate predictions of the start and end times of transit of the Van Allen belts. This led to a change in our operating procedure whereby we "padded" the start and end times of transit by 10 kiloseconds (ks) so that ACIS, the primary science instrument on-board Chandra, would not be exposed to the "fringes" of the Van Allen belts on ingress and egress for any given transit. This additional 20 ks per orbit during which Chandra is unable to perform science observations sums to approximately 3 Ms of "lost" science time per year and therefore reduces the science observing efficiency of the Observatory. To address the need for a higher fidelity radiation model appropriate for the Chandra orbit, the Chandra Radiation Model (CRM) was developed. The CRM is an ion model for the outer magnetosphere and is based on data from the EPIC/ICS instrument on-board the Geotail satellite as well as data from the CEPPAD/IPS instrument on-board the Polar satellite. With the production and implementation of the CRM, we present the results of a study designed to investigate the science observing time that may be recovered by using the CRM as a function of the additional low-energy proton exposure to ACIS.

Virani, Shanil↗
NASA NTRS2003

Improving the Science Observing Efficiency of the Chandra X-Ray Observatory via the Chandra Radiation Model

The Chandra X-ray Observatory (CXO), NASA's latest "Great Observatory", was launched on July 23, 1999 and reached its final orbit on August 7, 1999. The CXO is in a highly elliptical orbit, approximately 140,000 km x 10,000 km, and has a period of approximately 63.5 hours (N 2.65 days). It transits the Earth's Van Allen belts once per orbit during which no science observations can be performed due to the high radiation environment. The Chandra X-ray Observatory Center currently uses the National Space Science Data Center's "near Earth" AP-8/AE-8 radiation belt model to predict the start and end times of passage through the radiation belts. Our earlier analysis demonstrated that our implementation of the AP-8/AE-8 model (a simple dipole model of the Earth's magnetic field) does not always give sufficiently accurate predictions of the start and end times of transit of the Van Allen belts. This led to a change in our operating procedure whereby we "padded" the start and end times of transit by 10 kiloseconds (ks) so that ACIS, the primary science instrument on-board Chandra, would not be exposed to the "fringes" of the Van Allen belts on ingress and egress for any given transit. This additional 20 ks per orbit during which Chandra is unable to perform science observations sums to approximately 3 Ms of "lost" science time per year and therefore reduces the science observing efficiency of the Observatory. To address the need for a higher fidelity radiation model appropriate for the Chandra orbit, the Chandra Radiation Model (CRM) was developed. The CRM is an ion model for the outer magnetosphere and is based on data from the EPIC/ICS instrument on-board the Geotail satellite as well as data from the CEPPAD/IPS instrument on-board the Polar satellite. With the production and Implementation of the CRM, we present the results of a study designed to investigate the science observing time that may be recovered by using the CRM as a function of the additional low-energy proton exposure to ACIS.

Virani, Shanil↗
NASA NTRS2004

A New Approach to Using a Cloud-Resolving Model to Study the Interactions between Clouds, Precipitation and Aerosols

Recently Grabowski and Khairoutdinov and Randall have proposed and demonstrated, the feasibility of using 2D CRMs (these did not include detailed land processes and used periodic lateral boundary conditions) as 'super-parameterizations or a multi-scale modeling framework MMF' for cloud processes within atmospheric generation circulation models (GCMs). In the MMF, a fine-resolution 2D CRM takes the place of the single-column parameterization that is used in conventional GCMs. An overview of this approach is given by Randall et al.. Since a CRM can explicitly simulate cloud processes at the natural space and time scales of clouddynamical processes, it's possible to compute statistics of cloud fields, including radiances and radar backscatters, directly simulated/produced by the CRM. A seed fund is available at NASA Goddard to build a MMF based on a 2D GCE model and the Goddard fvGCM. A prototype MMF will be developed at end of 2004. The major objectives are to test and evaluate its performance using the GCE model as the super parameterization and compare its results with other super parameterizations, conventional GCMs and observations. Recently, a detailed spectral-bin microphysical scheme was implemented into the Goddard Cumulus Ensemble (WE) model. The GCE model is a CRM and it has been improved and applied to study the precipitation processes in the past two decades. Atmospheric aerosols are also described using number density size-distribution functions. The model is tested by studying the evolution of deep tropical clouds in the west Pacific warm pool region and summertime convection over a mid-latitude continent with different concentrations of CCN: a low 'clean' concentration and a high 'dirty' concentration. The impact of atmospheric aerosol concentration on cloud and precipitation will be investigated. In addition, the similarities and differences between bulk- and spectral-bin microphysics will be presented,

Tao, Wei-Kuo↗
NASA NTRS2007

Spectral Retrieval of Latent Heating Profiles from TRMM PR data: Moistening Estimates over Tropical Ocean Regions - Part 3

The global hydrological cycle is central to the Earth's climate system, with rainfall and the physics of precipitation formation acting as the key links in the cycle. Two-thirds of global rainfall occurs in the tropics with the associated latent heating (LH) accounting for threefourths of the total heat energy available to the Earth's atmosphere. In the last decade, it has been established that standard products of LH from satellite measurements, particularly TRMM measurements, would be a valuable resource for scientific research and applications. Such products would enable new insights and investigations concerning the complexities of convection system life cycles, the diabatic heating controls and feedbacks related to rne-sosynoptic circulations and their forecasting, the relationship of tropical patterns of LH to the global circulation and climate, and strategies for improving cloud parameterizations In environmental prediction models. However, the LH and water vapor profile or budget (called the apparent moisture sink, or Q2) is closely related. This paper presented the development of an algorithm for retrieving Q2 using 'TRMM precipitation radar. Since there is no direct measurement of LH and Q2, the validation of algorithm usually applies a method called consistency check. Consistency checking involving Cloud Resolving Model (CRM)-generated LH and 42 profiles and algorithm-reconstructed is a useful step in evaluating the performance of a given algorithm. In this process, the CRM simulation of a time-dependent precipitation process (multiple-day time series) is used to obtain the required input parameters for a given algorithm. The algorithm is then used to "~econsti-LKt~h"e heating and moisture profiles that the CRM simulation originally produced, and finally both sets of conformal estimates (model and algorithm) are compared each other. The results indicate that discrepancies between the reconstructed and CM-simulated profiles for Q2, especially at low levels, are larger than those for latent heat. Larger discrepancies in Q2 at low levels are due to moistening for non-precipitating region that algorithm cannot reconstruct. Nevertheless, the algorithm-reconstructed total Q2 profiles are in good agreement with the CRM-simulated ones.

Shige, S.↗
NASA NTRS2014

NASA Common Research Model Test Envelope Extension With Active Sting Damping at NTF

The NASA Common Research Model (CRM) high Reynolds number transonic wind tunnel testing program was established to generate an experimental database for applied Computational Fluid Dynamics (CFD) validation studies. During transonic wind tunnel tests, the CRM encounters large sting vibrations when the angle of attack approaches the second pitching moment break, which can sometimes become divergent. CRM transonic test data analysis suggests that sting divergent oscillations are related to negative net sting damping episodes associated with flow separation instability. The National Transonic Facility (NTF) has been addressing remedies to extend polar testing up to and beyond the second pitching moment break point of the test articles using an active piezoceramic damper system for both ambient and cryogenic temperatures. This paper reviews CRM test results to gain understanding of sting dynamics with a simple model describing the mechanics of a sting-model system and presents the performance of the damper under cryogenic conditions.

Rivers, Melissa B.↗
NASA NTRS2014

AFC-Enabled Simplified High-Lift System Integration Study

The primary objective of this trade study report is to explore the potential of using Active Flow Control (AFC) for achieving lighter and mechanically simpler high-lift systems for transonic commercial transport aircraft. This assessment was conducted in four steps. First, based on the Common Research Model (CRM) outer mold line (OML) definition, two high-lift concepts were developed. One concept, representative of current production-type commercial transonic transports, features leading edge slats and slotted trailing edge flaps with Fowler motion. The other CRM-based design relies on drooped leading edges and simply hinged trailing edge flaps for high-lift generation. The relative high-lift performance of these two high-lift CRM variants is established using Computational Fluid Dynamics (CFD) solutions to the Reynolds-Averaged Navier-Stokes (RANS) equations for steady flow. These CFD assessments identify the high-lift performance that needs to be recovered through AFC to have the CRM variant with the lighter and mechanically simpler high-lift system match the performance of the conventional high-lift system. Conceptual design integration studies for the AFC-enhanced high-lift systems were conducted with a NASA Environmentally Responsible Aircraft (ERA) reference configuration, the so-called ERA-0003 concept. These design trades identify AFC performance targets that need to be met to produce economically feasible ERA-0003-like concepts with lighter and mechanically simpler high-lift designs that match the performance of conventional high-lift systems. Finally, technical challenges are identified associated with the application of AFC-enabled highlift systems to modern transonic commercial transports for future technology maturation efforts.

Hartwich, Peter M.↗
NASA NTRS2019

Additional Findings from the Common Research Model Natural Laminar Flow Wind Tunnel Test

An experimental investigation of the Common Research Model with Natural Laminar Flow (CRM-NLF) took place in the National Transonic Facility (NTF) at the NASA Langley Research Center in 2018. The 5.2% scale semispan model was designed using a new natural laminar flow design method, Crossflow Attenuated NLF (CATNLF). CATNLF enables laminar flow on typical transport wings with high sweep and Reynolds number by reshaping the wing airfoils to obtain specific pressure distribution characteristics that control the crossflow growth near the leading edge. The CATNLF method also addresses Tollmien- Schlichting transition, attachment line transition, and Görtler vortices. During the wind tunnel test, data were acquired to address three primary test objectives: validate the CATNLF design method, characterize the NTF laminar flow testing capabilities, and establish best practices for laminar flow wind tunnel testing. The present paper provides both experimental and computational data to understand the CRM-NLF laminar flow characteristics, as well as address the three primary test objectives. The effects of angle of attack and Reynolds number on the CRM-NLF laminar flow extent are studied, and the dominant transition mechanism is evaluated at a variety of test conditions. Critical N-factors are calculated for the NTF environment, and a discussion on best practices for laminar flow wind tunnel testing is provided. The CRM-NLF in the NTF provided initial confirmation of the ability of the CATNLF method to suppress crossflow growth and enable significant extents of laminar flow on transport wings with high sweep and Reynolds numbers.

Lynde, Michelle N.↗
NASA NTRSDate not supplied

HLPW-4/GMGW-3: Mesh Adaptation for RANS Technology Focus Group Workshop Summary

The AIAA workshop series helps guide the Computational Fluid Dynamics (CFD) community through publicly available test cases and impartial evaluation to establish the state-of-the-art in applied CFD. A summary of the Mesh Adaptation Technical Focus Group submissions for the joint Fourth CFD High Lift Prediction and Third Geometry & Mesh Generation Workshop is provided. The Common Research Model High-Lift variant (CRM-HL) is the target of this investigation. A 2D high-lift airfoil solution verification case was extracted from the 3D CRM-HL. Low variation is shown between 2D solutions with mesh adaptation to control estimated solution interpolation and output errors. As expected, variation for these mesh adaptation techniques is larger for the 3D CRM-HL than the 2D airfoil. More importantly, the 3D mesh adapted results have a lower variation than expert-crafted meshes of equal or larger size. Suspected multiple solutions to Reynolds-averaged Navier-Stokes with the Spalart-Allmaras turbulence model appear to resolve into a common solution with mesh resolution.

HLPW-4↗
NASA NTRSDate not supplied

Development of Slat-gap and Slat-cove Filler Treatments for Noise Reduction Assessment on the High Lift Common Research Model in the NASA LaRC 14x22

Airframe noise is an important issue during the approach and landing phases of flight because engines are throttled back, and airframe sources become an equal or greater contributor to environmental noise. The leading-edge slat component of the high-lift system for transport aircraft has been identified as a prominent source of airframe noise. Noise production mechanisms and potential treatments to mitigate airframe noise have been areas of active research for nearly three decades. Two promising technologies for slat noise reduction are the slat-gap filler (SGF) and slat-cove filler (SCF). Previous work was done using a 2D section of a transport class aircraft wing to demonstrate their feasibility via benchtop and computational models. A wind tunnel test campaign was recently undertaken to test the SGF and SCF technologies in a flight-like environment by installing dynamically scaled treatments on the 10%-scale High-Lift Common Research Model (CRM-HL), which is representative of a commercial twin-aisle transport aircraft. Advancement of the SGF and SCF technologies to overcome challenges of integration with 3D airframe structures, computational simulations of the CRM-HL predicting the aerodynamic and aeroacoustic performance and structural loads, and design of wind tunnel model hardware with features accommodating noise treatments were conducted in parallel. Details of innovations in the SGF and SCF technologies for 3D airframe feasibility will be described. The loads the treatments must sustain in flight and the influence of those loads on the design is also discussed. Finally, the design of wing leading-edge assemblies to treat the 10% CRM-HL with dynamically scaled SGF and SCF components is presented. The treatments were successfully tested in 2020/2021 providing a demonstration of leading-edge noise reduction using components that would allow slat articulation.

airframe noise reduction↗