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All sourcesNASA NTRSDOE OSTI
NASA NTRS2015

A 3-D Computational Study of a Variable Camber Continuous Trailing Edge Flap (VCCTEF) Spanwise Segment

Results of a computational study carried out to explore the effects of various elastomer configurations joining spanwise contiguous Variable Camber Continuous Trailing Edge Flap (VCCTEF) segments are reported here. This research is carried out as a proof-of-concept study that will seek to push the flight envelope in cruise with drag optimization as the objective. The cruise conditions can be well off design such as caused by environmental conditions, maneuvering, etc. To handle these off-design conditions, flap deflection is used so when the flap is deflected in a given direction, the aircraft angle of attack changes accordingly to maintain a given lift. The angle of attack is also a design parameter along with the flap deflection. In a previous 2D study,1 the effect of camber was investigated and the results revealed some insight into the relative merit of various camber settings of the VCCTEF. The present state of the art has not advanced sufficiently to do a full 3-D viscous analysis of the whole NASA Generic Transport Model (GTM) wing with VCCTEF deployed with elastomers. Therefore, this study seeks to explore the local effects of three contiguous flap segments on lift and drag of a model devised here to determine possible trades among various flap deflections to achieve desired lift and drag results. Although this approach is an approximation, it provides new insights into the "local" effects of the relative deflections of the contiguous spanwise flap systems and various elastomer segment configurations. The present study is a natural extension of the 2-D study to assess these local 3-D effects. Design cruise condition at 36,000 feet at free stream Mach number of 0.797 and a mean aerodynamic chord (MAC) based Reynolds number of 30.734x10(exp 6) is simulated for an angle of attack (AoA) range of 0 to 6 deg. In the previous 2-D study, the calculations revealed that the parabolic arc camber (1x2x3) and circular arc camber (VCCTEF222) offered the best L/D characteristics and minimum drag in cruise. In the present 3-D study, calculations show that for the same C(sub t), the 3-D circular arc camber wing segment produces the largest drag for a given lift, larger than either of the two 2-D configurations, as was also conjectured in the previous study. This study indicates a wing stall around 4.5 deg angle of attack.

Camber↗
NASA NTRS2015

LMI-Based Multiobjective Optimization and Control of Flexible Aircraft Using VCCTEF

This paper considers the control of coupled aeroelastic aircraft model with Variable Camber Continuous Trailing Edge Flap (VCCTEF) system. The relative motion between two adjacent flaps is constrained and this actuation constraint problem is converted into an output covariance constraint problem, and therefore can be formulated using linear matrix inequalities (LMIs). A set of LMI conditions is derived for the design of an observer-based dynamic output feedback controller for VCCTEF configured aeroelastic aircraft model. The proposed controller is then applied to the NASA Generic Transport Model (GTM) for simulation, and the results demonstrate the efficacy of the proposed approach.

LMI control↗
NASA NTRS2015

Aerodynamic Load Analysis of a Variable Camber Continuous Trailing Edge Flap System on a Flexible Wing Aircraft

This paper presents an investigative aerodynamic analysis conducted on the novel control surface known as a Variable Camber Continuous Trailing Edge Flap (VCCTEF). The VCCTEF is modeled as a control effector on the NASA Generic Transport Model (GTM) where wing flexibility is considered. Aerodynamic modeling of the aircraft is conducted using vortex-lattice method (VLM), and an aeroelastic model of the aircraft that utilizes a coupled finite-element analysis (FEA) vortex-lattice solution is employed. VLM solutions are used to determine quasi-steady aerodynamic loading over the aeroelastic wing structures with VCCTEF. The load data is used to calculate aerodynamic sensitivities to control surface deployment and is also integrated to determine overall hinge moments. This analysis is conducted for different flight conditions, where control sensitivities compare the VCCTEF effectiveness against conventional control surfaces. Hinge moment results provide insight into aeroelastic wing loads, and worst case hinge moments for the VCCTEF can be estimated. Results show that the VCCTEF offers greater control authority than conventional ailerons at cruise, and nominal flap settings are determined for a low-speed take-off condition where the VCCTEF maintains comparable control effectiveness. Worst case hinge moment values are presented, where for a possible VCCTEF configuration, the stiff wing model demonstrates up to a 5.90 percent increase in flap hinge moment relative to a rigid model, and a reduced stiffness model demonstrates up to an 11.42 percent increase.

Aeroelasticity↗
NASA NTRS2016

Lift Optimization Study of a Multi-Element Three-Segment Variable Camber Airfoil

This paper reports a detailed computational high-lift study of the Variable Camber Continuous Trailing Edge Flap (VCCTEF) system carried out to explore the best VCCTEF designs, in conjunction with a leading edge flap called the Variable Camber Krueger (VCK), for take-off and landing. For this purpose, a three-segment variable camber airfoil employed as a performance adaptive aeroelastic wing shaping control effector for a NASA Generic Transport Model (GTM) in landing and take-off configurations is considered. The objective of the study is to define optimal high-lift VCCTEF settings and VCK settings/configurations. A total of 224 combinations of VCK settings/configurations and VCCTEF settings are considered for the inboard GTM wing, where the VCCTEFs are configured as a Fowler flap that forms a slot between the VCCTEF and the main wing. For the VCK settings of deflection angles of 55deg, 60deg and 65deg, 18, 19 and 19 vck configurations, respectively, were considered for each of the 4 different VCCTEF deflection settings. Different vck configurations were defined by varying the horizontal and vertical distance of the vck from the main wing. A computational investigation using a Reynolds-Averaged Navier-Stokes (RANS) solver was carried out to complement a wind-tunnel experimental study covering three of these configurations with the goal of identifying the most optimal high-lift configurations. Four most optimal high-lift configurations, corresponding to each of the VCK deflection settings, have been identified out of all the different configurations considered in this study yielding the highest lift performance.

Study↗
NASA NTRSDate not supplied

Aerodynamic Optimization of Mach 0.745 Transonic Truss-Braced Wing Aircraft with Variable-Camber Continuous Trailing-Edge Flap

This paper presents an aerodynamic optimization study of the Mach 0.745 Transonic Truss-Braced Wing (TTBW) aircraft with Variable-Camber Continuous Trailing-Edge Flap (VC-CTEF). The VCCTEF is a novel wing shaping control concept to improve aircraft aerodynamic efficiency. Drag reduction studies are conducted for three different VCCTEF configurations with 6-, 10-, and 21-spanwise sections, respectively. A simple VCCTEF actuator weight model is proposed to account the weight penalty of the actuator in the design. A vortex-lattice model of the TTBW model is developed with transonic small disturbance, integral boundary-layer, and wing-strut interference corrections for rapid aerodynamic performance evaluations. The VSPAERO model has been validated against wind tunnel test data. The optimization results show that the 21-spanwise sections VCCTEF has largest absolute drag coefficient reduction, however, the 6-spanwise sections VCCTEF provides a relatively better solution for drag reduction when the actuator weight penalty is considered. A high-fidelity CFD solver FUN3D is used to validate the VCCTEF optimization.

Aerodynamic Optimization↗
NASA NTRS2013

Initial Assessment of a Variable-Camber Continuous Trailing-Edge Flap System on a Rigid Wing for Drag Reduction in Subsonic Cruise

In this paper, we describe an initial optimization study of a Variable-Camber Continuous Trailing-Edge Flap (VCCTEF) system. The VCCTEF provides a light-weight control system for aircraft with long flexible wings, providing efficient high-lift capability for takeoff and landing, and greater efficiency with reduced drag at cruising flight by considering the effects of aeroelastic wing deformations in the control law. The VCCTEF system is comprised of a large number of distributed and individually-actuatable control surfaces that are constrained in movement relative to neighboring surfaces, and are non-trivially coupled through structural aeroelastic dynamics. Minimzation of drag results in a constrained, coupled, non-linear optimization over a high-dimension search space. In this paper, we describe the modeling, analysis, and optimization of the VCCTEF system control inputs for minimum drag in cruise. The purpose of this initial study is to quantify the expected benefits of the system concept. The scope of this analysis is limited to consideration of a rigid wing without structural flexibility in a steady-state cruise condition at various fuel weights. For analysis, we developed an optimization engine that couples geometric synthesis with vortex-lattice analysis to automate the optimization procedure. In this paper, we present and describe the VCCTEF system concept, optimization approach and tools, run-time performance, and results of the optimization at 20%, 50%, and 80% fuel load. This initial limited-scope study finds the VCCTEF system can potentially gain nearly 10% reduction in cruise drag, provides greater drag savings at lower operating weight, and efficiency is negatively impacted by the severity of relative constraints between control surfaces.

trailing edge flaps↗
NASA NTRS2015

Aeroelastic Analysis of a Flexible Wing Wind Tunnel Model with Variable Camber Continuous Trailing Edge Flap Design

This paper presents data analysis of a flexible wing wind tunnel model with a variable camber continuous trailing edge flap (VCCTEF) design for drag minimization tested at the University of Washington Aeronautical Laboratory (UWAL). The wind tunnel test was designed to explore the relative merit of the VCCTEF concept for improved cruise efficiency through the use of low-cost aeroelastic model test techniques. The flexible wing model is a 10%-scale model of a typical transport wing and is constructed of woven fabric composites and foam core. The wing structural stiffness in bending is tailored to be half of the stiffness of a Boeing 757-era transport wing while the torsional stiffness is about the same. This stiffness reduction results in a wing tip deflection of about 10% of the wing semi-span. The VCCTEF is a multi-segment flap design having three chordwise camber segments and five spanwise flap sections for a total of 15 individual flap elements. The three chordwise camber segments can be positioned appropriately to create a desired trailing edge camber. Elastomeric material is used to cover the gaps in between the spanwise flap sections, thereby creating a continuous trailing edge. Wind tunnel data analysis conducted previously shows that the VCCTEF can achieve a drag reduction of up to 6.31% and an improvement in the lift-to-drag ratio (L=D) of up to 4.85%. A method for estimating the bending and torsional stiffnesses of the flexible wingUWAL wind tunnel model from static load test data is presented. The resulting estimation indicates that the stiffness of the flexible wing is significantly stiffer in torsion than in bending by as much as 9 to 1. The lift prediction for the flexible wing is computed by a coupled aerodynamic-structural model. The coupled model is developed by coupling a conceptual aerodynamic tool Vorlax with a finite-element model of the flexible wing via an automated geometry deformation tool. Based on the comparison of the lift curve slope, the lift prediction for the rigid wing is in good agreement with the estimated lift coefficients derived from the wind tunnel test data. Due to the movement of the VCCTEF during the wind tunnel test, uncertainty in the lift prediction due to the indicated variations of the VCCTEF deflection is studied. The results show a significant spread in the lift prediction which contradicts the consistency in the aerodynamic measurements, thus suggesting that the indicated variations as measured by the VICON system may not be reliable. The lift prediction of the flexible wing agrees very well with the measured lift curve for the baseline configuration. The computed bending deflection and wash-out twist of the flexible wing also match reasonably well with the aeroelastic deflection measurements. The results demonstrate the validity of the aerodynamic-structural tool for use to analyze aerodynamic performance of flexible wings.

Wind Tunnel↗
NASA NTRSDate not supplied

Aerodynamic Optimization of Mach 0.8 Transonic Truss-Braced Wing Aircraft using Variable Camber Continuous Trailing Edge Flap

This paper presents an aerodynamic optimization study of the Mach 0.8 Transonic Truss-Braced Wing (TTBW) aircraft with Variable Camber Continuous Trailing Edge Flap (VC-CTEF). The VCCTEF is a novel wing shaping control concept to improve aircraft aerodynamic efficiency. Drag reduction studies are conducted for two different VCCTEF configurations with 6- and 10-spanwise sections, respectively. A simple VCCTEF actuator weight model is used to account the weight penalty of the actuator in the design for the Mach 0.8 TTBW aircraft. A vortex-lattice model of the Mach 0.8 TTBW aircraft is developed with transonic small disturbance, integral boundary-layer, and wing-strut interference corrections for rapid aerodynamic performance evaluations. The VSPAERO model has been validated against the wind tunnel test data. The optimization results show that the 6-spanwise sections VCCTEF provides a relatively better solution for drag reduction when the actuator weight penalty is considered. A high-fidelity CFD solver FUN3D is used to verify the VCCTEF optimization design.

Aerodynamic optimization↗
NASA NTRS2015

Development of Variable Camber Continuous Trailing Edge Flap for Performance Adaptive Aeroelastic Wing

This paper summarizes the recent development of an adaptive aeroelastic wing shaping control technology called variable camber continuous trailing edge flap (VCCTEF). As wing flexibility increases, aeroelastic interactions with aerodynamic forces and moments become an increasingly important consideration in aircraft design and aerodynamic performance. Furthermore, aeroelastic interactions with flight dynamics can result in issues with vehicle stability and control. The initial VCCTEF concept was developed in 2010 by NASA under a NASA Innovation Fund study entitled "Elastically Shaped Future Air Vehicle Concept," which showed that highly flexible wing aerodynamic surfaces can be elastically shaped in-flight by active control of wing twist and bending deflection in order to optimize the spanwise lift distribution for drag reduction. A collaboration between NASA and Boeing Research & Technology was subsequently funded by NASA from 2012 to 2014 to further develop the VCCTEF concept. This paper summarizes some of the key research areas conducted by NASA during the collaboration with Boeing Research and Technology. These research areas include VCCTEF design concepts, aerodynamic analysis of VCCTEF camber shapes, aerodynamic optimization of lift distribution for drag minimization, wind tunnel test results for cruise and high-lift configurations, flutter analysis and suppression control of flexible wing aircraft, and multi-objective flight control for adaptive aeroelastic wing shaping control.

Aircraft↗
NASA NTRS2018

Real-Time Adaptive Drag Minimization Wind Tunnel Investigation of a Flexible Wing with Variable Camber Continuous Trailing Edge Flap System

This paper reports the results of a recently completed real-time adaptive drag minimization wind tunnel investigation of a highly flexible wing wind tunnel model equipped with the Variable Camber Continuous Trailing Flap (VCCTEF) technology at the University of Washington Aeronautical Laboratory (UWAL). The wind tunnel investigation is funded by NASA SBIR Phase II contract with Scientific Systems Company, Inc. (SSCI) and University of Washington (UW) as a subcontractor. The wind tunnel model is a sub-scale Common Research Model (CRM) wing constructed of foam core and fiberglass skin and is aeroelastically scaled to achieve a wing tip deflection of 10% of the wing semi-span which represents a typical wing tip deflection for a modern transport such as Boeing 787. The jig-shape twist of the CRM wing is optimized using a CART3D aero-structural model to achieve the minimum induced drag for the design cruise lift coefficient of 0.5. The wing is equipped with two chord wise cambered segments for each of the six span wise flap sections for a total of 12 individual flap segments that comprise the VCCTEF system. Each of the 12 flap segments is actively controlled by an electric servo-actuator. The real-time adaptive drag optimization strategy includes an on-board aerodynamic model identification, a model excitation, and a real-time drag optimization. The on-board aerodynamic model is constructed parametrically as a function of the angle of attack and flap positions to model the lift and drag coefficients of the wing. The lift coefficient models include a linear model and a second-order model. The drag coefficient models include a quadratic model and a higher-order up to 6th-order model to accurately model the drag coefficient at high angles of attack. The onboard aerodynamic model identification includes a recursive least-squares (RLS) algorithm and a batch least-squares (BLS) algorithm designed to estimate the model parameters. The model excitation method is designed to sample the input set that comprises the angle of attack and the flap positions. Three model excitation methods are developed: random excitation method, sweep method, and iterative angle-of-attack seeking method. The real-time drag optimization includes a generic algorithm developed by SSCI and several optimization methods developed by NASA which include a second-order gradient Newton-Raphson optimization method, an iterative gradient optimization method, a pseudo-inverse optimization method, an analytical optimization method, and an iterative refinement optimization method. The first wind tunnel test entry took place in September 2017. This test revealed major hardware issues and required further redesign of the flap servo mechanisms. The second test entry took place in April 2018. However, the test was not successful due to the issues with the onboard aerodynamic model identification RLS algorithm which incorrectly identified model parameters. This test also provides an experimental comparison study between the VCCTEF and a variable camber discrete trailing edge flap (VCDTEF) without the elastomer transition mechanisms. The experimental result confirms the benefit of the VCCTEF which produces lower drag by 5% than the VCDTEF. The third and final test entry took place in June 2018 after the issues with the RLS algorithm have been identified and corrected. Additional improvements were implemented. These include the BLS algorithm, the iterative angle-of-attack seeking method, the iterative gradient optimization method, and the pseudo-inverse optimization method. The test objectives were successfully demonstrated as the real-time drag optimization identifies several optimal solutions at off-design lift coefficients. The iterative gradient optimization method is found to achieve up to 4.7% drag reduction for the off-design lift coefficient of 0.7. The pseudo-inverse optimization method which does not require the drag coefficient model is found to be quite effective in reducing drag. Up to 9.4% drag reduction for the off-design lift coefficient of 0.7 is achieved with the pseudo-inverse optimization method. The wind tunnel investigation demonstrates the potential of real-time drag optimization technology. Several new capabilities are developed that could enable future adaptive wing technologies for flexible wings equipped with drag control devices such as the VCCTEF.

Drag Optimization↗
NASA NTRS2014

Experimental Investigation of a Flexible Wing with a Variable Camber Continuous Trailing Edge Flap Design

This paper presents experimental results of a flexible wing wind tunnel model with a variable camber continuous trailing edge flap (VCCTEF) design for drag minimization, tested at the University of Washington Aeronautical Labo- ratory (UWAL). The wind tunnel test was designed to explore the relative merit of the VCCTEF concept for improved cruise efficiency through the use of low-cost aeroelastic model test techniques. The flexible wing model is a 10-scaled model of a typical transport wing and is constructed of woven fabric composites and foam core. The wing structural stiffness in bending is tailored to be half of the stiffness of a Boeing 757-era transport wing, while the torsional stiffness is about the same. This stiffness reduction results in a wing tip deflection of about 10 of the wing semi-span. The VCCTEF is a multi-segment flap design having three chordwise camber segments and five spanwise flap sections for a total of 15 individual flap elements. The three chordwise camber segments can be positioned appropriately to create a desired trailing edge camber. Elastomeric material is used to cover the gaps in between the spanwise flap sections, thereby creating a continuous trailing edge. Wind tunnel data indicate a high degree of data correlation and repeata- bility. The VCCTEF can achieve a drag reduction of up to 6.31 and an improvement in the lift-to-drag ratio (LD) of up to 4.85. The paper also presents two methods for estimating the lift coefficient of a rigid wing using a dynamic pressure correction and an aeroelastic deflection correction. Both methods provide good estimates of the rigid-wing lift coefficient.

Aerodynamics↗
NASA NTRS2019

Extending A Correction Method for Unsteady Transonic Aerodynamics to Variable Camber Continuous Trailing Edge Flap

In this study, we have extended our correction method for transonic aerodynamics to baseline and variable camber continuous trailing edge (VCCTEF) geometries of super-critical airfoils at cruise conditions. This correction method modifies Theodorsen theory, which is based on incompressible potential flow over a flat plate. The method is partly based on CFD RANS simulations of oscillating NASA generic transport model (GTM) baseline cruise and VCCTEF airfoil geometries in pitch and shows promise for addressing transonic flutter problems of aeroelasticity. In the earlier study1, the Theodorsen functions were modulated with non-linear functions of Mach number, M, and reduced frequency, k, and thus the correction was demonstrated for the symmetrical NACA0012 airfoil. In the present study, the modulation functions are also allowed to account for the effects of camber and thickness of the airfoil. This is demonstrated by applying the correction method to various symmetric NACA00xx airfoil geometries (NACA001, NACA0002, NACA0012, NACA0015 and NACA0018), the NASA GTM super-critical baseline and VCCTEF airfoil geometries, e.g., the circular airfoil, VCCTEF222. First results indicate that the correction method accounts for a large variation of thickness of airfoils and camber. The present correction method will guide the development of a new state space model for the VCCTEF system and eventually a new transfer function that will be incorporated in a new aeroelastic framework leading to an appropriate transonic flutter model for use in the future aircraft systems in development under the NASA Advanced Air Transportation Technologies (AATT) project.

Kaul, Upender K.↗
NASA NTRSDate not supplied

Aeroelastic Trim Drag Optimization of Mach 0.745 Transonic Truss-Braced Wing Aircraft with Variable-Camber Continuous Trailing-Edge Flap

This paper presents an aeroelastic trim drag optimization study of the Mach 0.745 Transonic Truss-Braced Wing (TTBW) aircraft with the Variable-Camber Continuous Trailing-Edge Flap (VCCTEF). An aero-structural analysis solver VSPAERO with transonic small disturbance, integral boundary-layer, and wing-strut interference corrections coupled to finite-element code BEAM3D is developed to provide a rapid aircraft aeroelastic performance evaluation. The VSPAERO model has been validated against wind tunnel test data. Aeroelastic trim drag optimization studies are conducted for a VCCTEF configuration with 6-spanwise sections. Three different flight conditions corresponding to Mach 0.745 are selected for the TTBW aircraft aeroelastic trim drag optimization at the design and off-design cruise lift coefficients. The preliminary optimization results show that the TTBW aircraft with the optimized VCCTEF deflection achieves a drag reduction of about 9.1 counts, 5.9 counts, and 11.8 counts corresponding to the lift coefficients 0.68, 0.73, and 0.78, respectively. A high-fidelity CFD solver FUN3D is used to validate the aeroelastic trim drag optimization.

Aeroelastic trim drag↗
NASA NTRSDate not supplied

Aeroelastic Trim Drag Optimization of Mach 0.8 TransonicTruss-Braced Wing Aircraft with Variable Camber ContinuousTrailing Edge Flap

This paper presents an aeroelastic trim drag optimization study of the Mach 0.8 Tran-sonic Truss-Braced Wing (TTBW) aircraft with the Variable Camber Continuous TrailingEdge Flap (VCCTEF). An aero-structural analysis solver VSPAERO with transonic small dis-turbance, integral boundary-layer, and wing-strut interference corrections coupled to modeshapes computed by NASTRAN using the Galerkin method is developed to provide a rapidaircraft aeroelastic performance evaluation. Aeroelastic trim drag optimization studies areconducted for a VCCTEF configuration with 6-spanwise sections. Three different flight condi-tions corresponding to Mach 0.8 are selected for the aeroelastic trim drag optimization at thedesign and off-design cruise lift coefficients. The preliminary optimization results show thatthe TTBW aircraft with the optimized VCCTEF deflection achieves a drag reduction of about 9.2 counts, 9.6 counts, and 12.3 counts corresponding to the lift coefficients 0.661, 0.695, and0.729, respectively. When accounting for the actuator weight penalty, the corresponding dragreductions are 1.77%, 1.82%, 2.41%. A high-fidelity CFD solver FUN3D is used to validatethe aeroelastic trim drag optimization.

Aeroelastic trim drag↗
NASA NTRS2016

Real-Time Adaptive Least-Squares Drag Minimization for Performance Adaptive Aeroelastic Wing

This paper contains a simulation study of a real-time adaptive least-squares drag minimization algorithm for an aeroelastic model of a flexible wing aircraft. The aircraft model is based on the NASA Generic Transport Model (GTM). The wing structures incorporate a novel aerodynamic control surface known as the Variable Camber Continuous Trailing Edge Flap (VCCTEF). The drag minimization algorithm uses the Newton-Raphson method to find the optimal VCCTEF deflections for minimum drag in the context of an altitude-hold flight control mode at cruise conditions. The aerodynamic coefficient parameters used in this optimization method are identified in real-time using Recursive Least Squares (RLS). The results demonstrate the potential of the VCCTEF to improve aerodynamic efficiency for drag minimization for transport aircraft.

Aeroservoelasticity↗
NASA NTRS2017

Semi-Supervised Learning of Lift Optimization of Multi-Element Three-Segment Variable Camber Airfoil

This chapter describes a new intelligent platform for learning optimal designs of morphing wings based on Variable Camber Continuous Trailing Edge Flaps (VCCTEF) in conjunction with a leading edge flap called the Variable Camber Krueger (VCK). The new platform consists of a Computational Fluid Dynamics (CFD) methodology coupled with a semi-supervised learning methodology. The CFD component of the intelligent platform comprises of a full Navier-Stokes solution capability (NASA OVERFLOW solver with Spalart-Allmaras turbulence model) that computes flow over a tri-element inboard NASA Generic Transport Model (GTM) wing section. Various VCCTEF/VCK settings and configurations were considered to explore optimal design for high-lift flight during take-off and landing. To determine globally optimal design of such a system, an extremely large set of CFD simulations is needed. This is not feasible to achieve in practice. To alleviate this problem, a recourse was taken to a semi-supervised learning (SSL) methodology, which is based on manifold regularization techniques. A reasonable space of CFD solutions was populated and then the SSL methodology was used to fit this manifold in its entirety, including the gaps in the manifold where there were no CFD solutions available. The SSL methodology in conjunction with an elastodynamic solver (FiDDLE) was demonstrated in an earlier study involving structural health monitoring. These CFD-SSL methodologies define the new intelligent platform that forms the basis for our search for optimal design of wings. Although the present platform can be used in various other design and operational problems in engineering, this chapter focuses on the high-lift study of the VCK-VCCTEF system. Top few candidate design configurations were identified by solving the CFD problem in a small subset of the design space. The SSL component was trained on the design space, and was then used in a predictive mode to populate a selected set of test points outside of the given design space. The new design test space thus populated was evaluated by using the CFD component by determining the error between the SSL predictions and the true (CFD) solutions, which was found to be small. This demonstrates the proposed CFD-SSL methodologies for isolating the best design of the VCK-VCCTEF system, and it holds promise for quantitatively identifying best designs of flight systems, in general.

Intelligent Systems↗
NASA NTRS2015

Static Aeroelastic Modeling of a Sub-Scale Wind Tunnel Model with Novel Flap Concept

This paper examines the static aeroelastic modeling of a flexible wind tunnel model equipped with a novel control effector known as the Variable Camber Continuous Trailing Edge Flap (VCCTEF) system. The wind tunnel model is an approximately 10 percent sub-scale version of a wing designed to be equipped on a commerical transport aircraft such as the full-scale NASA Generic Transport Model (GTM). The structure of the model is made highly flexible such that a 10 percent of semi-span wing tip deflection is expected at a design lift condition, and a representation of the VCCTEF concept is incorporated on the model. Static aeroelastic modeling is conducted by using a representative single beam structural finite-element model coupled to a vortex-lattice aerodynamic model. The resulting aeroelastic model of the flexible wind tunnel model is compared against experimental wind tunnel test results from the actual model tested at the University of Washington Aeronautical Laboratory (UWAL). Comparison cases are made using reference and VICON measurements of VCCTEF flap deflections from the wind tunnel test data, and percent errors between the lift curve parameters are presented. The results show up to a maximum percent of error of <10% with regards to lift curve slope values between the aeroelastic model and the UWAL test data. The agreement of lift curve slope values from the aeroelastic model and experimental test results serves as validation for the coupled vortex-lattice finite-element static aeroelastic model.

Aeroelasticity↗
NASA NTRS2013

A Mission-Adaptive Variable Camber Flap Control System to Optimize High Lift and Cruise Lift-to-Drag Ratios of Future N+3 Transport Aircraft

Boeing and NASA are conducting a joint study program to design a wing flap system that will provide mission-adaptive lift and drag performance for future transport aircraft having light-weight, flexible wings. This Variable Camber Continuous Trailing Edge Flap (VCCTEF) system offers a lighter-weight lift control system having two performance objectives: (1) an efficient high lift capability for take-off and landing, and (2) reduction in cruise drag through control of the twist shape of the flexible wing. This control system during cruise will command varying flap settings along the span of the wing in order to establish an optimum wing twist for the current gross weight and cruise flight condition, and continue to change the wing twist as the aircraft changes gross weight and cruise conditions for each mission segment. Design weight of the flap control system is being minimized through use of light-weight shape memory alloy (SMA) actuation augmented with electric actuators. The VCCTEF program is developing better lift and drag performance of flexible wing transports with the further benefits of lighter-weight actuation and less drag using the variable camber shape of the flap.

Mission-Adaptive Wing↗