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NASA NTRS2016

Aerodynamic Modeling of Transonic Aircraft Using Vortex Lattice Coupled with Transonic Small Disturbance for Conceptual Design

The need to rapidly scan large design spaces during conceptual design calls for computationally inexpensive tools such as the vortex lattice method (VLM). Although some VLM tools, such as Vorview have been extended to model fully-supersonic flow, VLM solutions are typically limited to inviscid, subcritical flow regimes. Many transport aircraft operate at transonic speeds, which limits the applicability of VLM for such applications. This paper presents a novel approach to correct three-dimensional VLM through coupling of two-dimensional transonic small disturbance (TSD) solutions along the span of an aircraft wing in order to accurately predict transonic aerodynamic loading and wave drag for transport aircraft. The approach is extended to predict flow separation and capture the attenuation of aerodynamic forces due to boundary layer viscosity by coupling the TSD solver with an integral boundary layer (IBL) model. The modeling framework is applied to the NASA General Transport Model (GTM) integrated with a novel control surface known as the Variable Camber Continuous Trailing Edge Flap (VCCTEF).

Transonic Small Disturbance↗

NASA NTRS1990

Flight control system design factors for applying automated testing techniques

The principal design features and operational experiences of the X-29 forward-swept-wing aircraft and F-18 high alpha research vehicle (HARV) automated test systems are discussed. It is noted that operational experiences in developing and using these automated testing techniques have highlighted the need for incorporating target system features to improve testability. Improved target system testability can be accomplished with the addition of nonreal-time and real-time features. Online access to target system implementation details, unobtrusive real-time access to internal user-selectable variables, and proper software instrumentation are all desirable features of the target system. Also, test system and target system design issues must be addressed during the early stages of the target system development. Processing speeds of up to 20 million instructions/s and the development of high-bandwidth reflective memory systems have improved the ability to integrate the target system and test system for the application of automated testing techniques. It is concluded that new methods of designing testability into the target systems are required.

Sitz, Joel R.↗

NASA NTRS2012

Preliminary Aerodynamic Investigation of Fan Rotor Blade Morphing

Various new technologies currently under development may enable controlled blade shape variability, or so-called blade morphing, to be practically employed in aircraft engine fans and compressors in the foreseeable future. The current study is a relatively brief, preliminary computational fluid dynamics investigation aimed at partially demonstrating and quantifying the aerodynamic potential of fan rotor blade morphing. The investigation is intended to provide information useful for near-term planning, as well as aerodynamic solution data sets that can be subsequently analyzed using advanced acoustic diagnostic tools, for the purpose of making fan noise comparisons. Two existing fan system models serve as baselines for the investigation: the Advanced Ducted Propulsor fan with a design tip speed of 806 ft/sec and a pressure ratio of 1.294, and the Source Diagnostic Test fan with a design tip speed of 1215 ft/sec and a pressure ratio of 1.470. Both are 22-in. sub-scale, low-noise research fan/nacelle models that have undergone extensive experimental testing in the 9- by 15-foot Low Speed Wind Tunnel at the NASA Glenn Research Center. The study, restricted to fan rotor blade morphing only, involves a fairly simple blade morphing technique. Specifically, spanwise-linear variations in rotor blade-section setting angle are applied to alter the blade shape; that is, the blade is linearly retwisted from hub to tip. Aerodynamic performance comparisons are made between morphed-blade and corresponding baseline configurations on the basis of equal fan system thrust, where rotor rotational speed for the morphed-blade fan is varied to change the thrust level for that configuration. The results of the investigation confirm that rotor blade morphing could be a useful technology, with the potential to enable significant improvements in fan aerodynamic performance. Even though the study is very limited in scope and confined to simple geometric perturbations of two existing fan systems, the aerodynamic effectiveness of blade morphing is demonstrated by the configurations analyzed. In particular, for the Advanced Ducted Propulsor fan it is demonstrated that the performance levels of the original variable-pitch baseline design can be achieved using blade morphing instead of variable pitch, and for the Source Diagnostic Test fan the performance at important off-design operating points is substantially increased with blade morphing.

Tweedt, Daniel L.↗

NASA NTRS2013

Development of the Orion Crew-Service Module Umbilical Retention and Release Mechanism

The Orion CSM umbilical retention and release mechanism supports and protects all of the cross-module commodities between the spacecrafts crew and service modules. These commodities include explosive transfer lines, wiring for power and data, and flexible hoses for ground purge and life support systems. The mechanism employs a single separation interface which is retained with pyrotechnically actuated separation bolts and supports roughly two dozen electrical and fluid connectors. When module separation is commanded, either for nominal on-orbit CONOPS or in the event of an abort, the mechanism must release the separation interface and sever all commodity connections within milliseconds of command receipt. There are a number of unique and novel aspects of the design solution developed by the Orion mechanisms team. The design is highly modular and can easily be adapted to other vehiclesmodules and alternate commodity sets. It will be flight tested during Orions Exploration Flight Test 1 (EFT-1) in 2014, and the Orion team anticipates reuse of the design for all future missions. The design packages fluid, electrical, and ordnance disconnects in a single separation interface. It supports abort separations even in cases where aerodynamic loading prevents the deployment of the umbilical arm. Unlike the Apollo CSM umbilical which was a destructive separation device, the Orion design is resettable and flight units can be tested for separation performance prior to flight.Initial development testing of the mechanisms separation interface resulted in binding failures due to connector misalignments. The separation interface was redesigned with a robust linear guide system, and the connector separation and boom deployment were separated into two discretely sequenced events. These changes addressed the root cause of the binding failure by providing better control of connector alignment. The new design was tuned and validated analytically via Monte Carlo simulation. The analytical validation was followed by a repeat of the initial test suite plus test cases at thermal extremes and test cases with imposed mechanical failures demonstrating fault tolerance. The mechanism was then exposed to the qualification vibration environment. Finally, separation testing was performed at full speed with live ordnance.All tests of the redesigned mechanism resulted in successful separation of the umbilical interface with adequate force margins and timing. The test data showed good agreement with the predictions of the Monte Carlo simulation. The simulation proved invaluable due to the number of variables affecting the separation and the uncertainty associated with each. The simulation allowed for rapid assessment of numerous trades and contingency scenarios, and can be easily reconfigured for varying commodity sets and connector layouts.

Separation↗

NASA NTRS1980

Application of coherence in fan noise studies

A study of fan noise was made by using the coherence function to obtain far field spectra that were coherent with the fan rotational rate. Choosing fan rotational rate as one of the two variables yielded new information about the far field noise generated during static fan testing. As a result of this coherent data processing, the inlet fan-tone noise present in static testing was determined to be mostly random when the rotor-alone and rotor-stator interaction tones were cut off. After the rotor-alone sound field was cut on, the sound pressure became coherent, and the angular extent of high coherence increased as fan speed was increased. In addition, the sound field was organized as a pattern of lobes whose amplitude varied slowly with time. Additional fan test results indicate that operating the fan with an inflow control device can partially reduce the fan-tone noise levels to those produced by coherent processing.

Balombin, J. R.↗

NASA NTRS2010

NASA Puffin Electric Tailsitter VTOL Concept

Electric propulsion offers dramatic new vehicle mission capabilities, not possible with turbine or reciprocating engines; including high reliability and efficiency, low engine weight and maintenance, low cooling drag and volume required, very low noise and vibration, and zero emissions. The only penalizing characteristic of electric propulsion is the current energy storage technology level, which is set to triple over the next 5-10 years through huge new investments in this field. Most importantly, electric propulsion offers incredible new degrees of freedom in aircraft system integration to achieve unprecedented levels of aerodynamic, propulsive, control, and structural synergistic coupling. A unique characteristic of electric propulsion is that the technology is nearly scale-free, permitting small motors to be parallelized for fail-safe redundancy, or distributed across the airframe for tightly coupled interdisciplinary functionality without significant impacts in motor-controller efficiency or specific weight. Maximizing the potential benefit of electric propulsion is dependent on applying this technology to synergistic mission concepts. The vehicle missions with the most benefit include those which constrain environmental impact (or limit noise, exhaust, or emission signatures) are short range, or where large differences exist in the propulsion system sizing between takeoff and cruise conditions. Electric propulsion offers the following unique capabilities that other propulsion systems can t provide for short range Vertical Takeoff and Landing (VTOL) aircraft; elimination of engine noise and emissions, drastic reduction in engine cooling and radiated heat, drastic reduction in vehicle vibration levels, drastic improvement in reliability and operating costs, variable speed output at full power, for improved cruise efficiency at low tip-speed, elimination of high/hot sizing penalty, and reduction of engine-out penalties.

Moore, Mark D.↗

NASA NTRS1974

Optimal control theory investigation of proprotor/wing response to vertical gust

Optimal control theory is used to design linear state variable feedback to improve the dynamic characteristics of a rotor and cantilever wing representing the tilting proprotor aircraft in cruise flight. The response to a vertical gust and system damping are used as criteria for the open and closed loop performance. The improvement in the dynamic characteristics achievable is examined for a gimballed rotor and for a hingeless rotor design. Several features of the design process are examined, including: (1) using only the wing or only the rotor dynamics in the control system design; (2) the use of a wing flap as well as the rotor controls for inputs; (3) and the performance of the system designed for one velocity at other forward speeds.

Frick, J. K. D.↗

NASA NTRS1982

Rotorcraft convertible engines for the 1980s

Two rotorcraft studies were executed. The goal was to identify attractive techniques for implementing convertible powerplants for the ABC, Folded Tilt Rotor, and X-wing type high speed, high-L/D rotorcraft; to determine the DOC and fuel savings benefits achieved thereby; and to define research required to bring these powerplants into existence by the 1990's. These studies are reviewed herein and the different methods of approach are pointed out as well as the key findings. Fan shaft engines using variable inlet guide vanes or torque converters, and turboprop powerplants appear attractive. Savings in DOC and fuel consumption of over 15 percent are predicted in some cases as a result of convertible engine use rather than using separate engines for the thrust and the shaft functions. Areas of required research are fan performance (including noise), integrated engine/rotorcraft control, torque converters, turbine design, airflow for rotorcraft torque control, bleed for lift flow, and transmissions and clutches.

Eisenberg, J. D.↗

NASA NTRS1992

The Edge supersonic transport

As intercontinental business and tourism volumes continue their rapid expansion, the need to reduce travel times becomes increasingly acute. The Edge Supersonic Transport Aircraft is designed to meet this demand by the year 2015. With a maximum range of 5750 nm, a payload of 294 passengers and a cruising speed of M = 2.4, The Edge will cut current international flight durations in half, while maintaining competitive first class, business class, and economy class comfort levels. Moreover, this transport will render a minimal impact upon the environment, and will meet all Federal Aviation Administration Part 36, Stage III noise requirements. The cornerstone of The Edge's superior flight performance is its aerodynamically efficient, dual-configuration design incorporating variable-geometry wingtips. This arrangement combines the benefits of a high aspect ratio wing at takeoff and low cruising speeds with the high performance of an arrow-wing in supersonic cruise. And while the structural weight concerns relating to swinging wingtips are substantial, The Edge looks to ever-advancing material technologies to further increase its viability. Heeding well the lessons of the past, The Edge design holds economic feasibility as its primary focus. Therefore, in addition to its inherently superior aerodynamic performance, The Edge uses a lightweight, largely windowless configuration, relying on a synthetic vision system for outside viewing by both pilot and passengers. Additionally, a fly-by-light flight control system is incorporated to address aircraft supersonic cruise instability. The Edge will be produced at an estimated volume of 400 aircraft and will be offered to airlines in 2015 at $167 million per transport (1992 dollars).

Agosta, Roxana↗

NASA NTRS1981

Tests of an overrunning clutch in a wind turbine

An overrunning clutch that slipped freely under reverse torque was tested in the drive train of the Mod-0 wind turbine. In low variable wind conditions, the clutch engaged and disengaged smoothly without perturbation or oscillations. The clutch permitted the generator to be connected to the line using a relay instead of an automatic synchronizer. The alternator was connected to the line when the rpm reached 95% of synchronous speed and it motored to synchronous speed in about 0.15 seconds with a momentary power spike of 50 kW. The performance of the clutch was the same with and without the fluid coupling. The ideal power with the clutch was 5 to 7 kW compared to up to 50 kW without the clutch. The overrunning clutch merits consideration in future wind turbine designs as a means of simplifying the control system, increasing energy capture, and increasing the life of blades and electrical switch gear.

Seidel, R. C.↗

NASA NTRS1992

Preliminary design of nine high speed civil transports

Sixty senior design students at Cal Poly, SLO have completed a year-long project to design the next generation of High Speed Civil Transports (HSCT). The design process was divided up into three distinct phases. The first third of the project was devoted entirely to research into the special problems associated with an HSCT. These included economic viability, airport compatibility, high speed aerodynamics, sonic boom minimization, environmental impact, and structures and materials. The result of this research was the development of nine separate Requests for Proposal (RFP) that outlined reasonable yet challenging design criteria for the aircraft. All were designed to be technically feasible in the year 2015. The next phase of the project divided the sixty students into nine design groups. Each group, with its own RFP, completed a Class 1 preliminary design of an HSCT. The nine configurations varied from conventional double deltas to variable geometry wings to a pivoting oblique wing design. The final phase of the project included a more detailed Class 2 sizing as well as performance and stability and control analysis. Cal Poly, San Luis Obispo presents nine unique solutions to the same problem: that of designing an economically viable, environmentally acceptable, safe and comfortable supersonic transport.

Sandlin, Doral↗

NASA NTRS1973

Low-speed wind-tunnel investigation of the longitudinal characteristics of a large-scale variable wing-sweep fighter model in the high-lift configuration

The low-speed characteristics of a large-scale model of the U. S. Navy/Grumman F-14A aircraft were studied in tests conducted in the Ames Research Center 40- by 80-Foot Wind Tunnel. The primary purpose of the program was the determination of lift and stability levels and landing approach attitude of the aircraft in its high-lift configuration. Tests were conducted at wing angles of attack between minus 2 deg and 30 deg with zero yaw. Data were taken at Reynolds numbers ranging from 3.48 million to 9.64 million based on a wing mean aerodynamic chord of 7.36 ft. The model configuration was changed as required to show the effects of glove slat, wing slat leading-edge radius, cold flow ducting, flap deflection, direct lift control (spoilers), horizontal tail, speed brake, landing gear and missiles.

Eckert, W. T.↗

NASA NTRS1974

Time response simulation of the 1975 Viking Orbiter digital tape recorder

The objective of the present study was to verify and understand in depth the performance of the speed control (frequency loop) servo of the 1975 Viking Orbiter (VO75) digital tape recorder (DTR). The time response method employed is written in the continuous system simulation language (CSSL) for the Univac 1108 computer system. In order to demonstrate the power and flexibility of the graphic interactive simulation program, four aspects of system dynamics are interactively adjusted to arrive at a number of stable system configurations that have significantly different tape transport and/or summing amplifier gain, larger static/dynamic Coulomb friction, and different system lag than envisioned in the nominal design by linear methods. Work is currently underway to derive a new higher-order DST transfer function and to simulate the servo using state-space variable techniques.

Mukhopadhyay, A. K.↗

NASA NTRS2021

Burning and Suppression of Solids–II (BASS-II) Summary Report

The Burning and Suppression of Solids (BASS) experiment hardware is a small flow duct that provides containment for small scale burning of solid samples within the Microgravity Science Glovebox (MSG) aboard the International Space Station (ISS). A video camera with a data overlay and a 35-mm still camera record the combustion events. The controls (ignition, fan speed, etc.) are operated by an astronaut while the principal investigator team monitors the experiment from the ground and communicates directly with the astronaut. For the first time on ISS, BASS–II utilized MSG working volume dilution with gaseous N2. We developed a perfectly stirred reactor model to determine the N2 flow time and flow rate to obtain the desired reduced O2 concentration in the working volume for each test. We calibrated the model with the Compound Specific Analyzer-Combustion Products (CSA-CP) O2 readings offset using the Major Constituents Analyzer reading of the ISS ambient atmosphere data for that day. This worked out extremely well for operations, and added a new vital variable, ambient O2 level, to our test matrices. The main variables tested in BASS–II were ambient O2 concentration, ventilation flow velocity, and fuel type, thickness, and geometry. BASS–II also utilized the onboard CSA-CP for O2 and CO readings, and the Carbon Dioxide Monitor for CO2 readings before and after each test. Readings from these sensors allow us to evaluate the completeness of the combustion. The O2 and CO2 readings before and after each test were analyzed and compared very well to stoichiometric ratios for a one-step gas-phase reaction. The CO versus CO2 followed a linear trend for some datasets, but not for all the different geometries of fuel and flow tested. We calculated the heat release rates during each test from the O2 consumption and burn times, using the constant 13.1 kJ of heat released per gram of O2 consumed. The results showed that most of the tests had heat release rates well below 100 W. Lastly, the global equivalence ratio for the tests is estimated to be fuel rich, 1.3 on average using mass loss and O2 consumption data.

Microgravity↗

NASA NTRS1992

Controlling flexible robot arms using a high speed dynamics process

Described here is a robot controller for a flexible manipulator arm having plural bodies connected at respective movable hinges, and flexible in plural deformation modes. It is operated by computing articulated body qualities for each of the bodies from the respective modal spatial influence vectors, obtaining specified body forces for each of the bodies, and computing modal deformation accelerations of the nodes and hinge accelerations of the hinges from the specified body forces, from the articulated body quantities and from the modal spatial influence vectors. In one embodiment of the invention, the controller further operates by comparing the accelerations thus computed to desired manipulator motion to determine a motion discrepancy, and correcting the specified body forces so as to reduce the motion discrepancy. The manipulator bodies and hinges are characterized by respective vectors of deformation and hinge configuration variables. Computing modal deformation accelerations and hinge accelerations is carried out for each of the bodies, beginning with the outermost body by computing a residual body force from a residual body force of a previous body, computing a resultant hinge acceleration from the body force, and then, for each one of the bodies beginning with the innermost body, computing a modal body acceleration from a modal body acceleration of a previous body, computing a modal deformation acceleration and hinge acceleration from the resulting hinge acceleration and from the modal body acceleration.

Jain, Abhinandan↗

NASA NTRS1984

An evaluation of the relative merits of wing-canard, wing-tail, and tailless arrangements for advanced fighter applications

Two sets of wind tunnel tests were performed to examine the relative merits of wing-canard, wing-tail and tailless configurations for advanced fighters. Both sessions focused on variable camber using automated, prescheduled leading and trailing edge flap positioning. The trials considered a modified F-16 tail and canard configuration at subsonic, transonic and supersonic speeds, a 60 deg delta wing sweep, a 44 deg leading edge trapezoidal wing at subsonic and supersonic speeds, vortex flow effects, and flow interactions in the canard-wing-tail-tailless variations. The results showed that large negative stabilities would need to be tolerated in wing-canard arrangements to make them competitive with wing-tail arrangements. Subsonic polar shapes for canard and tailless designs were more sensitive to static design margins than were wing-tail arrangements. Canards provided better stability at supersonic speeds. The static margin limits were a critical factor in control surface selection. Finally, a tailless delta wing configuration exhibited the lowest projected gross take-off weight and drag values.

Nicholas, W. U.↗

NASA NTRS1989

Automatic control of cryogenic wind tunnels

Inadequate Reynolds number similarity in testing of scaled models affects the quality of aerodynamic data from wind tunnels. This is due to scale effects of boundary-layer shock wave interaction which is likely to be severe at transonic speeds. The idea of operation of wind tunnels using test gas cooled to cryogenic temperatures has yielded a quantrum jump in the ability to realize full scale Reynolds number flow similarity in small transonic tunnels. In such tunnels, the basic flow control problem consists of obtaining and maintaining the desired test section flow parameters. Mach number, Reynolds number, and dynamic pressure are the three flow parameters that are usually required to be kept constant during the period of model aerodynamic data acquisition. The series of activity involved in modeling, control law development, mechanization of the control laws on a microcomputer, and the performance of a globally stable automatic control system for the 0.3-m Transonic Cryogenic Tunnel (TCT) are discussed. A lumped multi-variable nonlinear dynamic model of the cryogenic tunnel, generation of a set of linear control laws for small perturbation, and nonlinear control strategy for large set point changes including tunnel trajectory control are described. The details of mechanization of the control laws on a 16 bit microcomputer system, the software features, operator interface, the display and safety are discussed. The controller is shown to provide globally stable and reliable temperature control to + or - 0.2 K, pressure to + or - 0.07 psi and Mach number to + or - 0.002 of the set point value. This performance is obtained both during large set point commands as for a tunnel cooldown, and during aerodynamic data acquisition with intrusive activity like geometrical changes in the test section such as angle of attack changes, drag rake movements, wall adaptation and sidewall boundary-layer removal. Feasibility of the use of an automatic Reynolds number control mode with fixed Mach number control is demonstrated.

Balakrishna, S.↗

NASA NTRS1999

Physical Control of Biological Productivity Off the Coast of Peru During the 1997-1998 El Nino

Satellite observations and an ecosystem model are used to understand the variability in the planktonic ecosystem off Peru for the period January 1996 to May 1998. The objective of this study is to quantify the changes in the ecosystem components, carbon pathways, and available food for small pelagic fish that occur associated with the change in physical forcing due to El Nino. Two periods are distinguished based on the observed sea level anomaly: a La Nina (LaN) period (1996) in which sea level was below normal and El Nino (EN), the average conditions for December 1997, in which the sea level was anomalously high. There are three phytoplankton size classes (pico-, nano-, and net-phytoplankton) which compete for nutrients and are eaten by three zooplankton size classes. The ecosystem model is forced by alongshore wind speed measured by the NASA Scatterometer (NSCAT) and the European Remote-sensing Satellites (ERS-1 and ERS-2). Larger, slower growing organisms are more sensitive to physical disturbance than smaller organisms (Carr, 1998]. In the present simulation as well, the primary effect of the El Nino (reduced nutrient supply, and increased temperature) is to reduce the biomass of large cells (netphytoplankton) and consequently of the zooplankton that rely on large cells as food source. EN conditions are accompanied by a rearrangement of carbon pathways: comparable uptake goes into reduced biomass accumulation, increased losses to respiration, reduced carbon export, and much reduced carbon available to fish. The star indicates the remotely sensed biomass (assuming a constant carbon to chlorophyll ratio of 60) as measured by the Ocean Color and Temperature Sensor (Nov.-Dec. 1996) and the Sea-viewing Wide Field-of-view Sensor (Dec. 1997). The model, which assumes no light limitation, overestimates total phytoplankton biomass. Additional Information is contained in the original.

Carr, Mary-Elena↗