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DOE OSTI2018

Comparison of box-wing and conventional aircraft mission performance using multidisciplinary analysis and optimization

Box-wing aircraft designs have the potential to achieve significant reductions in fuel consumption. Closed non-planar wing designs have been shown to reduce induced drag and the statically indeterminate wing structure can lead to reduced wing weight. In addition, the streamwise separation of the two main wings can provide the moments necessary for static stability and control, eliminating the weight and aerodynamic drag of a horizontal tail. Proper assessment of the disciplinary interactions in box-wing designs is essential to determine any realistic performance benefits arising from the use of such a configuration. This study analyzes both box-wing and conventional aircraft designed for representative regional-jet missions. A preliminary parametric investigation shows a lift-to-drag ratio advantage for box-wing designs, while a more detailed multidisciplinary study indicates that the requirement to carry the mission fuel in the wings leads to an increase of between 5% and 1% in total fuel burn compared to conventional designs. Furthermore, the multidisciplinary study identified operating conditions where the box-wing can have superior performance to conventional aircraft despite the fuel volume constraint.

42 ENGINEERING↗

DOE OSTI2025

Effect of Surface Roughness on Dynamic Stall in Pitching Motion

Dynamic stall plays a critical role in determining the performance and stability of a wide range of fluid-dynamics systems in various engineering applications. This unsteady aerodynamic phenomenon is particularly significant for maneuvering aircraft wings, jet aircraft subjected to gust encounters, helicopter rotor blades, and wind turbine blades [1–3]. The prediction of the dynamic stall vortex (DSV) is challenging due to factors such as unsteady aerodynamics, three-dimensional (3-D) effects, turbulence and flow separation, incoming gust, and surface impact effects [4–6]. Hence, advanced computational techniques and modeling approaches in computational fluid dynamics (CFD) would be required to enhance the accuracy and reliability of DSV predictions in dynamic stall scenarios. In the past, Batther and Lee [7] employed delayed detached eddy simulations (DDES) to understand the flow physics associated with the onset of dynamic stall. Their approach demonstrated that DDES achieves results comparable to those obtained from large-eddy simulations at a reduced computational cost. In another study, Khalifa et al. [8] examined the 3-D aspects of dynamic stall on a NACA 0012 airfoil using DES solvers. In conclusion, the findings underlined the superiority of 3-D simulations over two-dimensional approaches, particularly in predicting the lift coefficient values and capturing dynamic stall stages more precisely.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2017

Analytic study of the conditions required for longitudinal stability of dual-wing aircraft

Recent studies of new, fuel-efficient transport aircraft have considered designs, which make use of two principal lifting surfaces to provide the required lift as well as trim and static stability. Such designs include open tandem-wings as well as closed joined and box-wings. As a group, these aircraft can be termed dual-wing designs. Our study developed a new analytic model, which takes into account the downwash from the two main wings and is sensitive to three important design variables: the relative areas of each wing, the streamwise separation of the wings, and the center of gravity position. This model was used to better understand trends in the dual-wing geometry on the stability, maneuverability, and lift-to-drag ratio of the aircraft. Dual-wing aircraft have been shown to have reduced the induced drag compared to the conventional designs. In addition, further drag reductions can be realized as the horizontal tail can be removed if the dual-wings have sufficient streamwise stagger to provide the moments necessary for trim and longitudinal stability. As both wings in a dual-wing system carry a significant fraction of the total lift, trends in such designs that led to longitudinal stability can differ from those of the conventional aircraft and have not been the subject of detailed investigation. Results from the analytic model showed that the longitudinal stability required either a reduction of the fore wing area or shifting the center of gravity forward from the midpoint of both wings' aerodynamic centers. Additionally, for wing configurations of approximately equal fore and aft wing areas, increasing the separation between the two wings decreased the stability of the aircraft. The source of this unusual behavior was the asymmetric distribution of downwash upstream and downstream of the wing. These relationships between dual-wing geometry and stability will provide initial guidance on the conceptual design of dual-wing aircraft and aid in the understanding of the results of more complex studies of such designs, furthering the development of future transport aircraft.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2018

Identification of the Basic Parameters of an Aircraft Wing

A method of identifying the basic parameters of airplane components is proposed on the basis of correlation and factorial analysis, with the subsequent derivation of polynomials by the least-squares method and by Brandon’s method. A multiparametric approach to design analysis and synthesis is formulated on the basis of a formalized process. This approach permits clear decisions for individual aircraft components at the preliminary design stage, as demonstrated here for the example of a wing.

42 ENGINEERING↗

DOE OSTI2020

Application and Certification of Comparative Vacuum Monitoring Sensors for Structural Health Monitoring of 737 Wing Box Fittings

Multi-site fatigue damage, hidden cracks in hard-to-reach locations, disbonded joints, erosion, impact, and corrosion are among the major flaws encountered in today's extensive fleet of aging aircraft and space vehicles. The use of in-situ sensors for real-time health monitoring of aircraft structures are a viable option to overcome inspection impediments stemming from accessibility limitations, complex geometries, and the location and depth of hidden damage. Reliable, structural health monitoring systems can automatically process data, assess structural condition, and signal the need for human intervention. Prevention of unexpected flaw growth and structural failure can be improved if on-board health monitoring systems are used to continuously assess structural integrity. Such systems are able to detect incipient damage before catastrophic failures occurs. Condition-based maintenance practices could be substituted for the current time-based maintenance approach. Other advantages of on-board distributed sensor systems are that they can eliminate costly, and potentially damaging, disassembly, improve sensitivity by producing optimum placement of sensors and decrease maintenance costs by eliminating more time- consuming manual inspections. This report presents a Sandia Labs-aviation industry effort to move SHM into routine use for aircraft maintenance. This program addressed formal SHM technology validation and certification issues so that the full spectrum of concerns, including design, deployment, performance and certification were appropriately considered. The Airworthiness Assurance NDI Validation Center (AANC) at Sandia Labs, in conjunction with Boeing, Delta Air Lines, Structural Monitoring Systems Ltd., Anodyne Electronics Manufacturing Corp. and the Federal Aviation Administration (FAA) carried out a certification program to formally introduce Comparative Vacuum Monitoring (CVM) as a structural health monitoring solution to a specific aircraft wing box application. Validation tasks were designed to address the SHM equipment, the health monitoring task, the resolution required, the sensor interrogation procedures, the conditions under which the monitoring will occur, the potential inspector population, adoption of CVM into an airline maintenance program and the document revisions necessary to allow for routine use of CVM as an alternate means of performing periodic structural inspects. To carry out the validation process, knowledge of aircraft maintenance practices was coupled with an unbiased, independent evaluation. Sandia Labs designed, implemented, and analyzed the results from a focused and statistically-relevant experimental effort to quantify the reliability of the CVM system applied to the Boeing 737 Wing Box fitting application. All factors that affect SHM sensitivity were included in this program: flaw size, shape, orientation and location relative to the sensors, as well as operational and environmental variables. Statistical methods were applied to performance data to derive Probability of Detection (POD) values for CVM sensors in a manner that agrees with current nondestructive inspection (NDI) validation requirements and also is acceptable to both the aviation industry and regulatory bodies. This report presents the use of several different statistical methods, some of them adapted from NDI performance assessments and some proposed to address the unique nature of damage detection via SHM systems, and discusses how they can converge to produce a confident quantification of SHM performance An important element in developing SHM validation processes is a clear understanding of the regulatory measures needed to adopt SHM solutions along with the knowledge of the structural and maintenance characteristics that may impact the operational performance of an SHM system. This report describes the major elements of an SHM validation approach and differentiates the SHM elements from those found in NDI validation. The activities conducted in this program demonstrated the feasibility of routine SHM usage in general and CVM in particular for the application selected. They also helped establish an optimum OEM-airline-regulator process and determined how to safely adopt SHM solutions. This formal SHM validation will allow aircraft manufacturers and airlines to confidently make informed decisions about the proper utilization of CVM technology. It will also streamline the regulatory actions and formal certification measures needed to assure the safe application of SHM solutions.

42 ENGINEERING↗

DOE OSTI2024

Negative tip vortices blade

A design for wind turbine rotor blades, aircraft wings, and/or other aerodynamic applications which may reduce the vorticity downstream and thus improve lift is described. The blade designs may include an increase in the blade chord towards the tip of the blade, a change in the twist angle at least once along the length of the blade, and/or a change in the thickness of the blade at least once along the length of the blade. These changes individually or in combination may allow for the creation of a counter-rotating vortex behind the blade, increasing power generation and/or lift.

Martinez Tossas, Luis Antonio↗

DOE OSTI2022

Learning Optimal Aerodynamic Designs

This project created a framework for efficient, accurate, and scalable deep neural network representations of design optimization problem solutions. The inputs to these DNN representations are the vector of design requirement parameters, the outputs are the optimal design variables, and the goal is to learn the map from inputs to outputs (i.e., inverse design). The team addressed the problem of the optimal shape design of aerodynamic lifting surfaces—in particular aircraft wings—using a Reynolds-Average Navier Stokes model to govern the CFD-based aerodynamic shape optimization. The inverse design map for such problems is very complex and high-dimensional, involving inputs and outputs on the order of 1000s. To approximate this inverse design map, the team developed algorithms to construct parsimonious DNN architectures, which automatically identify low-dimensional manifolds in which design requirements affect optimal shape parameters, and trained these architectures with multifidelity optimization methods. The resulting methodology accurately and automatically designs optimal aerodynamic lifting surfaces with very high accuracy (99%) at interactive speeds, of the order of milliseconds, resulting in factors of one million or more speedup relative to CFD-based design optimization.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2025

Stokes-dependent droplet collection efficiency on a NACA 0012 airfoil from droplet-informed simulations with statistical overloading

Accurate modelling of ice accretion on aircraft wings requires analysing droplet impingement on the surface to optimize the design of ice-protection systems. We perform Euler–Lagrange simulations of a droplet-laden flow impinging on a NACA 0012 airfoil. Our study includes water droplets with eight discrete sizes ranging from 1 to 160 microns. We vary the free-stream velocity of the incoming airflow in the range 60 ≤ U ≤ 240 m s −1 and the chord length of the airfoil in the range 0.5 ≤ c ≤ 2 m. Due to the dilute nature of supercooled clouds, one-way coupling is used in the simulations. The effects of droplet breakup and collision are also neglected. To reduce the computational cost, we employ statistical overloading of droplets, allowing us to simulate millions of impinging droplets in a time span on the order of milliseconds. Our results show that the droplet collection efficiency, which measures the likelihood of droplet impingement on the airfoil surface, increases with droplet size and free-stream velocity but decreases with airfoil size. We demonstrate that collection efficiency, impingement velocity and impingement angle are primarily dictated by a single non-dimensional parameter, the droplet Stokes number. We also identify a critical stagnation-streamline Stokes number below which impingements do not occur and use it to estimate the minimum droplet size for impingement. In addition, we observe droplet behaviour to become Stokes number independent at large values of the Stokes number. This article is part of the theme issue ‘Heat and mass transfer in frost and ice’.

Science & Technology - Other Topics↗

DOE OSTI2023

Exploring the Performance Boundaries of a Small Reconfigurable Multi-Mission UAV through Multidisciplinary Analysis

The performance of a small reconfigurable unmanned aerial vehicle (UAV) is evaluated, combining a multidisciplinary approach in the computational analysis of additive manufactured structures, fluid dynamics, and experiments. Reconfigurable UAVs promise cost savings and efficiency, without sacrificing performance, while demonstrating versatility to fulfill different mission profiles. The use of computational fluid dynamics (CFD) in UAV design produces higher accuracy aerodynamic data, which is particularly important for complex aircraft concepts such as blended wing bodies. To address challenges relating to anisotropic materials, the Tsai–Wu failure criterion is applied to the structural analysis, using CFD solutions as load inputs. Aerodynamic performance results show the low-speed variant attains an endurance of 1 h, 48 min, whereas its high-speed counterpart is 29 min at a 66.7% higher cruise speed. Each variant serves different aspects of small UAS deployment, with low speed envisioned for high-endurance surveying, and high speed for long-range or time-critical missions such as delivery. The experimental and simulation results suggest room for design iteration, in wing area and geometry adjustments. Structural simulations demonstrated the need for airframe improvements to the low-speed configuration. This paper highlights the potential of reconfigurable UAVs to be useful across multiple industries, advocating for further research and design improvements.

42 ENGINEERING↗

DOE OSTI2019

Computational Analysis of 3D Lattice Structures for Skin in Real-Scale Camber Morphing Aircraft

Conventional or fixed wings require a certain thickness of skin material selection that guarantees structurally reliable strength under expected aerodynamic loadings. However, skin structures of morphing wings need to be flexible as well as stiff enough to deal with multi-axial structural stresses from changed geometry and the coupled aerodynamic loadings. Many works in the design of skin structures for morphing wings take the approach either of only geometric compliance or a simplified model that does not fully represent 3D real-scale wing models. Thus, the main theme of this study is (1) to numerically identify the multi-axial stress, strain, and deformation of skin in a camber morphing wing aircraft under both structure and aerodynamic loadings, and then (2) to show the effectiveness of a direct approach that uses 3D lattice structures for skin. Various lattice structures and their direct 3D wing models have been numerically analyzed for advanced skin design.

Alsaidi, Bashir↗

DOE OSTI2021

Enhanced Data Efficiency Using Deep Neural Networks and Gaussian Processes for Aerodynamic Design Optimization

Adjoint-based optimization methods are attractive for aerodynamic shape design primarily due to their computational costs being independent of the dimensionality of the input space and their ability to generate high-fidelity gradients that can then be used in a gradient-based optimizer. This makes them very well suited for high-fidelity simulation based aerodynamic shape optimization of highly parametrized geometries such as aircraft wings. However, the development of adjoint-based solvers involve careful mathematical treatment and their implementation require detailed software development. Furthermore, they can become prohibitively expensive when multiple optimization problems are being solved, each requiring multiple restarts to circumvent local optima. In this work, we propose a machine learning enabled, surrogate-based framework that replaces the expensive adjoint solver, without compromising on predicting predictive accuracy. Specifically, we first train a deep neural network (DNN) from training data generated from evaluating the high-fidelity simulation model on a model-agnostic design of experiments on the geometry shape parameters. The optimum shape may then be computed by using a gradient-based optimizer coupled with the trained DNN. Subsequently, we also perform a gradient-free Bayesian optimization, where the trained DNN is used as the prior mean. We observe that the latter framework (DNN-BO) improves upon the DNN-only based optimization strategy for the same computational cost. Overall, this framework predicts the true optimum with very high accuracy, while requiring far fewer high-fidelity function calls compared to the adjoint-based method. Furthermore, we show that multiple optimization problems can be solved with the same machine learning model with high accuracy, to amortize the offline costs associated with constructing our models. Our methodology finds applications in the early stages of aerospace design. (C) 2021 Published by Elsevier Masson SAS.

Renganathan, S. Ashwin↗

DOE OSTI2022

Aerosol Inlets for a Mid-Sized Uncrewed Aerial System (UAS)

The purpose of this technical report is to document the efforts to design and test two inlet systems for aerosol sampling suitable for deployment on a medium-sized fixed-wing Uncrewed Aerial System (UAS). This work, which was supported by the U.S. Department of Energy’s Atmospheric Radiation Measurement (ARM) user facility, was conducted at the Pacific Northwest National Laboratory (PNNL) for the ARM Aircraft Facility (AAF) starting in November 2017. The current work is a part of AAF efforts to instrument the ArcticShark (a mid-sized UAS owned and operated by the AAF) for atmospheric research and develop a scientific payload for deployment on a similar-sized UAS with minimal adaptation and integration. An aerosol inlet system is necessary to sample and transport ambient air sample to the scientific instrumentation with minimal distortions to the aerosols. Two isokinetic aerosol inlets were designed: the first is a simple passive system for a single instrument suitable to be installed in a wing pylon; the second is a system with active control designed to sample and distribute air among several heterogeneous instruments and to provide basic humidity control of the air sample so that the measured aerosol parameters should correspond to “dry” conditions (a common requirement). Both systems could be easily adapted for deployment on another platform and/or with a different set of instrumentation. Several conducted flight tests showed that the inlets’ performance met our design goals.

54 ENVIRONMENTAL SCIENCES↗

DOE OSTI2022

Aerosol Inlets for a Mid-Sized Uncrewed Aerial System (UAS)

42 ENGINEERING↗

DOE OSTI2019

Simplified 2D Skin Lattice Models for Multi-Axial Camber Morphing Wing Aircraft

Conventional fixed wing aircraft require a selection of certain thickness of skin material that guarantees structural strength for aerodynamic loadings in various flight modes. However, skin structures of morphing wings are expected to be flexible as well as stiff to structural and coupled aerodynamic loadings from geometry change. Many works in the design of skin structures for morphing wings consider only geometric compliance. Among many morphing classifications, we consider camber rate change as airfoil morphing that changes its rate of the airfoil that induces warping, twisting, and bending in multi-axial directions, which makes compliant skin design for morphing a challenging task. It is desired to design a 3D skin structure for a morphing wing; however, it is a computationally challenging task in the design stage to optimize the design parameters. Therefore, it is of interest to establish the structure design process in rapid approaches. As a first step, the main theme of this study is to numerically validate and suggest simplified 2D plate models that fully represents multi-axial 3D camber morphing. In addition to that, the authors show the usage of lattice structures for the 2D plate models’ skin that will lead to on-demand design of advanced structure through the modification of selected structure.

Alsaidi, Bashir↗

DOE OSTI2021

RapidClave® Technology Demonstrations – II Hat Stiffener

This project sought to evaluate the cost and performance of both polymeric and metallic tooling for use with the RapidClave® composite process. Teijin’s rapid cure carbon/epoxy prepreg, Q183, was selected to fabricate demonstration components, of aerospace design, which currently are fabricated via compression molding using matched steel tooling. The ability to fabricate components using this prepreg in the RapidClave®, and using low cost single sided tooling, could significantly reduce the cost of part manufacture and shorten production lead times for tooling fabrication. The component demonstration article was a “hat stiffener” geometry typically used to reinforce fuselage or wing skins of an aircraft. A rapid preforming process was demonstrated and rapid process cycle times similar to compression molding were achieved by placing the preform on hot tooling, thus avoiding the time and energy associated with typical thermal cycling. A 90% reduction in tooling cost was achieved through the use of single sided aluminum or polymeric additive tooling when compared to compression molding matched steel tooling. In addition to rapid cycle times, RapidClave® offers the ability to change out tooling in minutes such that multiple part geometries can be fabricated in one shift.

36 MATERIALS SCIENCE↗

DOE OSTI2022

CAMERA: A method for cost-aware, adaptive, multifidelity, efficient reliability analysis

Estimating probability of failure in aerospace systems is a critical requirement for flight certification and qualification. Failure probability estimation involves resolving tails of probability distributions, and Monte Carlo sampling methods are intractable when expensive high-fidelity simulations have to be queried. Here, we propose a method to use models of multiple fidelities that trade accuracy for computational efficiency. Specifically, we propose the use of multifidelity Gaussian process models to efficiently fuse models at multiple fidelity, thereby offering a cheap surrogate model that emulates the original model at all fidelities. Furthermore, we propose a novel sequential acquisition function based experiment design framework that can automatically select samples from appropriate fidelity models to make predictions about quantities of interest at the highest fidelity. We use our proposed approach in an importance sampling setting and demonstrate our method on the failure level set and probability estimation on synthetic test functions and two real-world applications, namely, the reliability analysis of a gas turbine engine blade using a finite element method and a transonic aerodynamic wing test case using Reynolds-averaged Navier-Stokes equations. We show that our method predicts the failure boundary and probability more accurately and at a fraction of the computational cost compared with using just a single expensive high-fidelity model. Finally, we show that our sequential approach is guaranteed to asymptotically converge to the true failure boundary with high probability.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2020

Assessment of Low-Altitude Atmospheric Turbulence Models for Aircraft Aeroelasticity

We investigate the dynamic aeroelastic response of large but slow aircraft in low-altitude atmospheric turbulence. To this end, three turbulence models of increasing fidelity, namely, the one-dimensional von Kármán model, the two-dimensional Kaimal model and full three-dimensional wind fields extracted from large-eddy simulations (LES) are used to simulate ambient turbulence near the ground. Load calculations and flight trajectory predictions are conducted for a representative high-aspect-ratio wing aircraft, using a fully coupled nonlinear flight dynamics/aeroelastic model, when it operates in background atmospheric turbulence generated by the aforementioned models. Comparison of load envelopes and spectral content, on vehicles of varying flexibility, shows strong dependency between the selected turbulence model and aircraft aeroelastic response (e.g. 58% difference in the predicted magnitude of the wing root bending moment between LES and von Kármán models). This is mainly due to the presence of large flow structures at low altitudes that have comparable dimensions to the vehicle, and which despite the relatively small wind speeds within the Earth boundary layer, result in overall high load events for slow-moving vehicles. Results show that one-dimensional models that do not capture those effects provide fairly non-conservative load estimates and are unsuitable for very flexible airframe design.

atmospheric turbulence↗

DOE OSTI2020

Aerodynamic Data Fusion Toward the Digital Twin Paradigm

This paper considers the fusion of two aerodynamic data sets originating from differing types of physical or computer experiments. This paper specifically addresses the fusion of 1) noisy and in-complete fields from wind-tunnel measurements and 2) deterministic but biased fields from numerical simulations. These two data sources are fused in order to estimate the true field that best matches measured quantities that serve as the ground truth. For example, two sources of pressure fields about an aircraft are fused based on measured forces and moments from a wind-tunnel experiment. A fundamental challenge in this problem is that the true field is unknown and cannot be estimated with 100% certainty. A Bayesian framework is employed to infer the true fields conditioned on measured quantities of interest; essentially a statistical correction to the data is performed. The fused data may then be used to construct more accurate surrogate models suitable for early stages of aerospace design. An extension of the proper orthogonal decomposition with constraints is also introduced to solve the same problem. In this work, both methods are demonstrated on fusing the pressure distributions for flow past the RAE2822 airfoil and the Common Research Model wing at transonic conditions. Comparison of both methods reveals that the Bayesian method is more robust when data are scarce and capable of also accounting for uncertainties in the data. Furthermore, given adequate data, the proper-orthogonal-decomposition-based and Bayesian approaches lead to surprisingly similar results.

42 ENGINEERING↗