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The presentation will show some of our recent work in using the NASA-built Navier-Stokes solvers for various applications including airplane control surface effectiveness study, Reynolds number scaling, and high lift configuration analysis.
Interest in the distribution of black carbon (soot) aerosol (BCA) in the atmosphere is warranted for the following reasons: (1) BCA has the highest absorption cross section of any compound known, thus it can absorb solar radiation to cause atmospheric warming; (2) BCA is a strong adsorber of gases, thus it can catalyze heterogeneous chemical reactions to modify the chemical composition of the atmosphere; (3) If aircraft emission is the major source of atmospheric BCA, it can serve as an atmospheric tracer of aircraft exhaust. We collect BCA particles greater than or equal to 0.02 micrometer diameter by wires mounted on both the DC-8 and ER-2 aircraft. After return to the laboratory, the wires are examined with a field emission scanning electron microscope to identify BCA particles by their characteristic morphology. Typically, BCA exists in the atmosphere as small particles of complex morphology. The particle sizes at the source are measured in tens of Angstrom units; after a short residence time in the atmosphere, individual particles coalesce to loosely packed agglomerates of typical dimensions 0.01 to 0.1 micrometer. We approximate the size of each BCA aggregate by that of a sphere of equivalent volume. This is done by computing the volume of a sphere whose diameter is the mean between averaged minimum and maximum dimensions of the BCA particle. While this procedure probably underestimates the actual surface area, it permits us to compare BCA size distributions among themselves and with other types of aerosols. When statistically justified, we fit lognormal distributions to the data points to determine number concentrations, geometric mean radii, standard deviations, BCA surface areas and volumes. Results to date permit the following conclusions: (1) BCA concentration in the northern stratosphere averages 0.6 ng per cubic meters. This amount is one part in 10(exp 4) after a volcanic eruption (e.g., Pinatubo) increasing to about one percent during volcanic quiescence. In the northern troposphere, BCA concentration averages 3.2 ng per cubic meters, or 0.3 percent of the background aerosol. (2) Applying an BCA emission index EI(BCA)=5 x 10(exp -5), measured in the exhaust wake of a Concorde supersonic jet aircraft, to realistic estimates of fuel burnt by the current and projected fleets permits us to conclude that: (i) Most BCA in the northern stratosphere results from aircraft emissions; (ii) Most BCA in the northern troposphere results from other sources than aircraft; (iii) A projected supersonic fleet will increase the northern stratospheric BCA concentration by one order of magnitude, unless the emission index is substantially reduced. (3) A strong gradient between the northern and southern hemispheres indicates that mixing across the equator is greatly inhibited in relation to atmospheric residence times of BCA. (4) The single scatter albedo of BCA/"background" aerosol mixtures suggests a cooling effect for most of the globe; an exemption is the Arctic because of the high surface albedo of the snow/ice covered earth's surface.
Stratospheric aerosol can affect the environment in three ways. Sulfuric acid aerosol have been shown to act as sites for the reduction of reactive nitrogen and chlorine and as condensation sites to form Polar Stratospheric Clouds, under very cold conditions, which facilitate ozone depletion. Recently, modeling studies have suggested a link between BCA (Black Carbon Aerosol) and ozone chemistry. These studies suggest that HNO3, NO2, and O3 may be reduced heterogeneously on BCA particles. The ozone reaction converts ozone to oxygen molecules, while HNO3 and NO2 react to form NOx. Finally, a buildup of BCA could reduce the single-scatter albedo of aerosol below a value of 0.98, a critical value that has been postulated to change the effect of stratospheric aerosol from cooling to warming. Correlations between measured BCA amounts and aircraft usage have been reported. Attempts to link BCA to ozone chemistry and other stratospheric processes have been hindered by questions concerning the amount of BCA that exists in the stratosphere, the magnitude of reaction probabilities, and the scarcity of BCA measurements. The Ames Wire Impactors (AWI) participated in POLARIS as part of the complement of experiments on the NASA ER-2. One of our main objectives was to determine the amount of aerosol surface area, particularly BCA, available for reaction with stratospheric constituents and assess if possible, the importance of these reactions. The AWI collects aerosol and BCA particles on thin Palladium wires that are exposed to the ambient air in a controlled manner. The samples are returned to the laboratory for subsequent analysis. The product of the AWI analysis is the size, surface area, and volume distributions, morphology and elemental composition of aerosol and BCA. This paper presents results from our experiments during POLARIS and puts these measurements in the context of POLARIS and other missions in which we have participated. It describes modifications to the AWI data analysis procedures in which the collection of BCA is modeled as a fractal aggregate. The new analysis results in an increase in BCA surface area of approximately 24 and an increase in mass of 7-10 from the previous method. For the current study, BCA surface area is used in computer models that attempt to predict measured NOx/NOy ratios and O3 depletion rates. Inclusion of the HNO3 reaction with BCA in one model tends to improve the agreement of calculated to measured NOx/NOy ratio. However, it was found that these trends are viable only if the reactions are catalytic.
The distribution of black carbon (soot) aerosol (BCA) in the atmosphere is of interest for several reasons: (1) Because BCA has the highest absorption cross section of any compound known, it can absorb solar radiation to cause atmospheric warming. (2) Because it is a strong adsorber of gases, it can catalyze heterogeneous reactions to change the chemical composition of the atmosphere.(3) If aircraft are a major source of BCA, it is an important tracer of aircraft emissions. Analysis for BCA of impactor samples from Arctic and Antarctic deployments, utilizing particle morphology of scanning electron microscopy images, permits the following conclusions: (1) The BCA concentration in the northern stratosphere varies between 0 and 2.6 ng m-3 averaging 0.6 ng/cu m. (2) This BCA loading is commensurate with estimated fuel consumptions in the stratosphere by the current commercial fleet and an emission index E=0.03 g BCA per kg fuel burnt which was measured in jet exhaust at al titude.Thus, most stratospheric BCA in the northern stratosphere results from aircraft emissions. The background BCA concentration in the southern stratosphere varies between 0 and 0.6 ng cu m averaging 0.1 ng/cu m. This strong meridional gradient implies that stratospheric BCA residence time- is shorter than are mixing times between hemispheres. Projected annual fuel consumption of a future supersonic commercial fleet is 7E13 g. This fleet would increase stratospheric BCA loadings by a factor of 2-3, because almost all fuel would be burnt above the tropopause. An improved EI(BCA) by a factor of ten would result in an increase of stratospheric BCA loadings by approximately 50 %.
Interest in the distribution of black carbon (soot) aerosol (BCA) in the atmosphere is based on the following: (1) Because BCA has the highest absorption cross section of any compound know, it can absorb solar radiation to cause atmospheric warming; (2) Because BCA is a strong adsorber of gases, it can catalyze heterogeneous chemical reactions to modify the chemical composition of the atmosphere; (3) If aircraft emission is the major source of BCA, it can serve as an atmospheric tracer of aircraft exhaust. We collect BCA particles as small as 0.02 micrometers by wires mounted on both the DC-8 and ER-2 aircraft. After return to the laboratory, the wires are examined with a field emission scanning electron microscope to identify BCA particles by their characteristics morphology, Typically, BCA exists in the atmosphere as small particles of complex morphology. The particle sizes at the source are measured in tens of Angstrom units; after a short residence time in the atmosphere, individual particles coalesce to loosely packed agglomerates of typical dimensions 0.01 to 0.1 micrometer. We approximate the size of each BCA aggregate by that of a sphere of equivalent volume. This is done by computing the volume of a sphere whose diameter is the mean between averaged minimum and maximum dimensions of the BCA particle. While this procedure probably underestimates the actual surface area, it permits us to compare BCA size distributions among themselves and with other types of aerosols.
As determined by impactor samplers flown on ER-2 and DC-8 aircraft, black carbon aerosol (BCA) mass loadings in the stratosphere average 0.6 nanograms per standard cubic meter, or 0.01 percent of the total aerosol. Upper tropospheric BCA increases to 0.3 percent. Low stratospheric concentration is commensurate with present commercial air traffic fuel consumption, given the following assumptions: the BCA emissions are 0.1 grams per kilogram of fuel consumed, 10 percent of route mileage is above the tropopause, and average BCA stratospheric residence time is about one year. Taking BCA into account, the stratospheric single scatter albedo is about 0.99. Using parameters for planned supersonic commercial aircraft, whose emissions will be predominantly in the stratosphere, it is shown that such traffic will double stratospheric BCA concentration. This would reduce the aerosol single scattering albedo by one percent, and double the BCA surface area that is available for heterogeneous chemistry.
We have used two approaches to measure BCA in the stratosphere. The first method consists of collecting aerosols by impaction on quartz rods, upon which are mounted strips of polystyrene filter material. Each 25 mm by 0.5 mm filter strip is alternately masked and exposed in 5 mm long sections. After sampling, the optical density of the exposed sections is measured and compared with the optical density of the masked (unexposed) sections. The filter strip is a Lambertian collector, the scattering property of which is not affected by the deposition of liquid sulfuric acid droplets which dominate the stratospheric aerosol. Hence, all attenuation greater in the exposed than in the non-exposed sections is due to absorption by BCA or rare opaque materials such as meteoritic iron. In a second approach we expose carbon-coated gold or palladium wires to air outside the aircraft boundary layer [Farlow et al., 1979; Pueschel et al., 1989]. With a field emission scanning electron microscope we are able to characterize BCA particles in addition to the dominant sulfuric acid droplets. Typically, soot is comprised of 20 nm diameter spheres linked together as branching chains or loosely packed aggregates (Figure 1a). The microscope has a lateral image resolution of 1.5 nm and can clearly resolve individual spheres making up BCA aggregates. Their morphology is uniquely different from that of the liquid sulfuric acid-water aerosol (Figure 1b). We approximate the size of each BCA particle by that of a sphere of equivalent volume and fit a lognormal size distribution to both the BCA and H2SO4/H2O aerosols. Both sampler types have been mounted on NASA's ER-2 high-altitude research aircraft (altitude ceiling of 70,000 feet), and on NASA's DC-8 (40,000 feet ceiling) aircraft to sample aerosols from a significant portion of the atmosphere.
We have determined the abundance of light-scattering sulfuric acid (H2SO4/H2O) and light-absorbing black carbon aerosol (BCA) in Spring 1992 in the Arctic atmosphere by airborne in situ sampling with impactors, and measured particle sizes and morphologies by scanning electron microscopy. The mass of BCA in the Arctic troposphere is one percent of the total aerosol, reduced to one part in 104 in the stratosphere. A Mie algorithm permits the calculation of the optical properties of the various aerosol components, and an algorithm developed by Ackerman and Toon and modified to serve our needs lets us calculate the optical effects of the black carbon aerosol that is mixed internally with the sulfuric acid aerosol. It follows that the effect of internally-mixed BCA on the aerosol scattering and absorption properties depends on its location within the droplet. BCA concentrated near the droplet surface has a greater effect on absorption of solar radiation than does the same amount of BCA located near its center. Single scatter albedos of the combined system are omega(sub 0)=1.0 in the post-Pinatubo Arctic stratosphere, and as low as 0.94 in the troposphere. The aerosol has the potential to regionally warm the Arctic earth-atmosphere system, because of the high surface albedo of the snow-covered Arctic.
In an effort to achieve the maximum possible Reynolds number (Re) when conducting production testing for flight loads aerodynamic databases, it has been the preferred practice of The Boeing Company / Commercial Airplanes (BCA) -- Loads and Dynamics Group since the early 1990's to test large scale semi-span models in the 11- By 11-Foot Transonic Wind Tunnel (TWT) leg of the Unitary Plan Wind Tunnel (UPWT) at the NASA Ames Research Center (ARC). There are many problems related to testing large scale semi-span models of high aspect ratio flexible transport wings, such as; floor boundary layer effects, wing spanwise wall effects, solid blockage buoyancy effects, floor mechanical interference effects, airflow under the model effects, or tunnel flow gradient effects. For most of these issues, BCA has developed and implemented either standard testing methods or numerical correction schemes and these will not be discussed in this document. Other researchers have reported on semi-span transonic testing correction issues, however most of the reported research has been for low Mach testing. Some of the reports for low Mach testing address the difficult problem of preventing undesirable airflow under a semi-span model while ensuring unrestricted main balance functionality, however, for transonic models this issue has gone unresolved. BCA has been cognizant for sometime that there are marked differences in wing pressure distributions from semi-span transonic model testing than from full model or flight testing. It has been suspected that these differences are at least in part due to airflow under the model. Previous efforts by BCA to address this issue have proven to be ineffective or inconclusive and in one situation resulted in broken hardware. This paper reports on a Boeing-NASA collaborative investigation based on a series of small tests conducted between June 2006 and November 2007 in the 11 by 11 foot Transonic Wind Tunnel at NASA Ames on three large commercial jet transport configurations to assess the effects of sealing a semi-span model to the floor and to investigate efficient sealing and testing techniques. This document will show how sealing the model to the floor has a small but remarkably far reaching spanwise effect on wing pressures, wing local section forces and wing force summations.
A single-particle soot photometer (SP2) was flown on a NASA WB-57F high-altitude research aircraft in November 2004 from Houston, Texas. The SP2 uses laser-induced incandescence to detect individual black carbon (BC) particles in an air sample in the mass range of approx.3-300 fg (approx.0.15-0.7 microns volume equivalent diameter). Scattered light is used to size the remaining non-BC aerosols in the range of approx.0.17-0.7 microns diameter. We present profiles of both aerosol types from the boundary layer to the lower stratosphere from two midlatitude flights. Results for total aerosol amounts in the size range detected by the SP2 are in good agreement with typical particle spectrometer measurements in the same region. All ambient incandescing particles were identified as BC because their incandescence properties matched those of laboratory-generated BC aerosol. Approximately 40% of these BC particles showed evidence of internal mixing (e.g., coating). Throughout profiles between 5 and 18.7 km, BC particles were less than a few percent of total aerosol number, and black carbon aerosol (BCA) mass mixing ratio showed a constant gradient with altitude above 5 km. SP2 data was compared to results from the ECHAM4/MADE and LmDzT-INCA global aerosol models. The comparison will help resolve the important systematic differences in model aerosol processes that determine BCA loadings. Further intercomparisons of models and measurements as presented here will improve the accuracy of the radiative forcing contribution from BCA.
For nearly 40 yr, studies of exosphere formation on airless bodies have been hindered by uncertainties in our understanding of the underlying ion collisional sputtering by the solar wind (SW). These ion impacts on airless bodies play an important role in altering their surface properties and surrounding environment. Much of the collisional sputtering data needed for exosphere studies come from binary collision approximation (BCA) sputtering models. These depend on the surface binding energy (SBE) for the atoms sputtered from the impacted material. However, the SBE is not reliably known for many materials important for planetary science, such as plagioclase feldspars and sodium pyroxenes. BCA models typically approximate the SBE using the cohesive energy for a monoelemental solid. We use molecular dynamics (MD) to provide the first accurate SBE data we are aware of for Na sputtered from the above silicate minerals, which are expected to be important for exospheric formation at Mercury and the Moon. The MD SBE values are ∼8 times larger than the Na monoelemental cohesive energy. This has a significant effect on the predicted SW ion sputtering yield and energy distribution of Na and the formation of the corresponding Na exosphere. We also find that the SBE is correlated with the coordination number of the Na atoms within the substrate and with the cohesive energy of the Na-bearing silicate. Our MD SBE results will enable more accurate BCA predictions for the SW ion sputtering contribution to the Na exosphere of Mercury and the Moon.
We compare various sputtering simulation methods to experimental results in both the low energy (<1 keV) and high energy (≥1 keV) impact regimes for argon ions impacting a pure copper substrate at normal incidence. Our results indicate that for high energy impacts, both binary collision approximation (BCA) and molecular dynamics methods can be used to generate reasonable predictions for the yield and energy distribution of the sputtered atoms. We also find reasonable agreement between the theoretical and experimental results down to impact energies of 600 eV. However, at 200 eV impact energies, significant discrepancies appear between the experimental and theoretical ejecta energy distributions in the peak position, the width of the energy distribution, and the magnitude of the high energy tail. These discrepancies appear to arise from the experimental results being only for atoms sputtered normal to the substrate surface, whereas the theoretical results are integrated over all 2π solid angles above the surface. Using the BCA code SDTrimSP and limiting the results to only atoms emitted within ±15° of the surface normal brings theory and experiment into reasonable agreement. These results suggest that for low energy impacts, the energy distribution of sputtered atoms is highly dependent on the emission angle of the ejecta.
Engine fan diameter and Bypass Ratio (BPR) optimization studies have been conducted since the beginning of the turbofan age with the recognition that reducing the engine core jet velocity and increasing fan mass flow rate generally increases propulsive efficiency. However, performance tradeoffs limit the amount of fan flow achievable without reducing airplane efficiency. This study identifies the optimum engine fan diameter and BPR, given the advanced Ultra-Efficient Engine Technology (UEET) powerplant efficiencies, for use on an advanced subsonic airframe. Engine diameter studies have historically focused on specific engine size options, and were limited by existing technology and transportation infrastructure (e.g., ability to fit bare engines through aircraft doors and into cargo holds). This study is unique in defining the optimum fan diameter and drivers for future 2015 (UEET) powerplants while not limiting engine fan diameter by external constraints. This report follows on to a study identifying the system integration issues of UEET engines. This Engine Diameter study was managed by Boeing Phantom Works, Seattle, Washington through the NASA Glenn Revolutionary Aero Space Engine Research (RASER) contract under task order 10. Boeing Phantom Works, Huntington Beach, completed the engine/airplane sizing optimization, while the Boeing Commercial Airplane group (BCA) provided design oversight. A separate subcontract to support the overall project was issued to Tuskegee University.
Both in-house, and jointly with NASA under the Advanced Subsonic Transport (AST) program, Boeing Commerical Aircraft Company (BCA) had begun work on systematically identifying specific components of noise responsible for total airframe noise generation and applying the knowledge gained towards the creation of a model for airframe noise prediction. This report documents the continuation of the collection of database from model-scale and full-scale airframe noise measurements to compliment the earlier existing databases, the development of the subcomponent models and the generation of a new empirical prediction code. The airframe subcomponent data includes measurements from aircraft ranging in size from a Boeing 737 to aircraft larger than a Boeing 747 aircraft. These results provide the continuity to evaluate the technology developed under the AST program consistent with the guidelines set forth in NASA CR-198298.
This document serves as the final report for the Flight Services and Aircraft Access task order NNL14AA57T as part of NASA Environmentally Responsible Aviation (ERA) Project ITD12A+. It includes descriptions of flight test preparations and execution for the Active Flow Control (AFC) Vertical Tail and Insect Accretion and Mitigation (IAM) experiments conducted on the 757 ecoDemonstrator. For the AFC Vertical Tail, this is the culmination of efforts under two task orders. The task order was managed by Boeing Research & Technology and executed by an enterprise-wide Boeing team that included Boeing Research & Technology, Boeing Commercial Airplanes, Boeing Defense and Space and Boeing Test and Evaluation. Boeing BR&T in St. Louis was responsible for overall Boeing project management and coordination with NASA. The 757 flight test asset was provided and managed by the BCA ecoDemonstrator Program, in partnership with Stifel Aircraft Leasing and the TUI Group. With this report, all of the required deliverables related to management of this task order have been met and delivered to NASA as summarized in Table 1. In addition, this task order is part of a broader collaboration between NASA and Boeing.
The Aerospace Corporation developed an integrated Business Case Analysis (BCA) model on behalf of the NASA Armstrong Flight Research Center (AFRC). This model evaluated the potential profitability of the Towed Glider Air Launched System (TGALS) concept, under development at AFRC, identifying potential technical, programmatic, and business decisions that could improve its business viability. The model addressed system performance metrics; development, production and operation cost estimates; market size and product service positioning; pricing alternatives; and market share.