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418 records · Page 24
All sourcesNASA NTRSDOE OSTI
NASA NTRS2019

Laminar-Turbulent Transition Upstream of the Entropy-Layer Swallowing Location in Hypersonic Boundary Layers

Numerical and experimental studies have demonstrated that modal growth of planar Mack modes is responsible for laminar-turbulent transition on sharp cones at hypersonic speeds. However, the physical mechanisms that lead to transition onset upstream of the entropy-layer swallowing location over sufficiently blunt geometries are not well understood as yet. Modal amplification is too weak or nonexistent to initiate transition at moderate-to-large bluntness values. Nonmodal analysis shows that, with increasing nose bluntness, both planar and oblique traveling disturbances that peak within the entropy layer experience appreciable energy amplification. However, because of the relatively weak signature of the nonmodal traveling disturbances within the boundary-layer region, the route to transition onset subsequent to the nonmodal growth remains unclear. Thus, nonlinear parabolized stability equations (NPSE) and direct numerical simulations (DNS) have been used to investigate the potential transition mechanisms over a 7-degree blunt cone that was tested in the AFRL Mach-6 high-Reynoldsnumber facility. Computations are performed to separately follow the nonlinear development of two classes of inflow disturbances, namely, a pair of oblique traveling waves with equal but opposite angles with respect to the mean flow direction and a planar traveling wave. Results in both cases show an excellent agreement between the NPSE and DNS predictions, establishing that the NPSE is an accurate and efficient technique for predicting the nonlinear development for these particular nonmodal traveling disturbances. Computations reveal that the oblique mode interactions lead to the generation of stationary streaks inside the boundary layer that, in turn, facilitate the growth of a subharmonic sinuous disturbance. For relatively modest amplitudes of the inflow disturbance, the oblique-mode breakdown can lead to transition at the measured location of transition onset during the experiment. On the other hand, the nonlinear development of a planar traveling wave leads to the formation of inclined structures just above the boundary-layer edge and these structures are strongly reminiscent of the transitional events observed during blunt cone experiments by using schlieren flow visualizations.

Entropy↗
NASA NTRS2002

Progress Toward Generation of a Navier-Stokes Database for a Harrier in Ground Effect

The Harrier YAV-8B aircraft is capable of vertical and short-field take-off and landing (V/STOL) by directing its four exhaust nozzles toward the ground, or conventional flight by rotating its nozzles into a horizontal position. The British Royal Air Force and the United States Marine Corps have used this aircraft for more than 30 years to provide a quick reaction time for troop support, and reduce the need for long runways. The success of this powered-lift (PL) vehicle has also prompted the more recent design of the Joint Strike Fighter (JSF). However there are significant safety issues that must be addressed when operating a PL vehicle in close proximity to the ground. Hot Gas Ingestion (HGI) by the inlets can result in a rapid loss of powered lift; and high-speed jet flows along the ground plane can induce low pressures underneath the vehicle, causing a 'suck-down' effect. Under these conditions, departure from controlled flight may occur. Moreover, unsteady ground vortices and jet fountains can affect the aircraft,s controllability and its proximity to ground troops. The viscous, time-dependent flow fields of PL vehicles are difficult to accurately and efficiently predict using Computational Fluid Dynamics (CFD). A number of researchers have used the time-dependent Reynolds-averaged Navier-Stokes (RANS) equations to compute flows for single and multiple jets in a cross-flow. A few have added some geometric complexity to the problem by computing flows for jet-augmented delta wings near a ground plane. Smith et.al. computed for the first time a single RANS solution about a simplified Harrier. This geometry included a fuselage, wing, leading edge root extension (LERX), inlets, and exhaust nozzles. All of these investigations cite two practical problems with computing these flows: 1) the need for improved solution accuracy; and, 2) the need for faster solution methods. We view the need for faster solution methods as key to improving the solution accuracy and making this class of computation more routine. One can hardly refine grids, explore the use of advanced turbulence models, and generate databases when it takes weeks of dedicated computer time for a single solution. Chaderjian, Ahmad, Pandya, and Murman have focused on reducing the time-to-solution for this very difficult and complex problem through process automation and exploitation of parallel computing. They began with the Harrier geometry reported, and added a deflected wing flap and empennage for greater realism. To date more than 80 solutions have been carried out. This paper will describe this process and progress made in reducing the time required to generate a simple longitudinal force and moment database for a Harrier in ground effect. It shows a typical snap-shot from an unsteady streakline animation, where fluid particles are colored by temperature. The ground vortex and a jet-fountain vortex are highlighted. It also shows a similar streakline image, where HGI occurs due to the vehicle in close proximity to the ground. It is show the mean lift coefficient as a function of angle of attack and height. The angle of attack range was 4 deg less than or = alpha less than or = 10 deg with an increment of 1 degree, and the height range was 10 ft less than or = h less than or = 30ft with an increment of 5 feet. This 35 solution database was extended to over 2500 cases using a monotone cubic-spline interpolation procedure. The suck-down effect (reduction of lift near the ground) is highlighted in the figure. The "cushion effect," the conventional reduction of lift as the vehicle moves out of ground effect, is also indicated. All 35 RANS solutions were obtained using 952 Silicon Graphics Origin 2000 and 3000 processors in dedicated mode for one week. Typically, 112 processors were assigned to each case. Some other cases used fewer processors to utilize all available CPUS. The final paper will report on the automation of the solution process, including: grid generation, job monitoring, solution completion criteria, and post processing. Moreover, improvements in parallel efficiency for a dual time-step algorithm for the RANS equations will also be presented. Results will be discussed in detail using unsteady streakline flow visualization to correlate unsteady flow structures with dominant aerodynamic frequencies. The stability derivatives, CL, and CL, will also be presented.

Chaderjian, Neal M.↗
NASA NTRS2017

Integrated Model of the Eye/Optic Nerve Head Biomechanical Environment

Visual Impairment and Intracranial Pressure (VIIP) syndrome is a concern for long-duration space flight. Previously, it has been suggested that ocular changes observed in VIIP syndrome are related to the cephalad fluid shift that results in altered fluid pressures [1]. We are investigating the impact of changes in intracranial pressure (ICP) using a combination of numerical models, which simulate the effects of various environment conditions, including finite element (FE) models of the posterior eye. The specific interest is to understand how altered pressures due to gravitational changes affect the biomechanical environment of tissues of the posterior eye and optic nerve sheath. METHODS: Additional description of the numerical modeling is provided in the IWS abstract by Nelson et al. In brief, to simulate the effects of a cephalad fluid shift on the cardiovascular and ocular systems, we utilized a lumped-parameter compartment model of these systems. The outputs of this lumped-parameter model then inform boundary conditions (pressures) for a finite element model of the optic nerve head (Figure 1). As an example, we show here a simulation of postural change from supine to 15 degree head-down tilt (HDT), with primary outcomes being the predicted change in strains at the optic nerve head (ONH) region, specifically in the lamina cribrosa (LC), retrolaminar optic nerve, and prelaminar neural tissue (PLNT). The strain field can be decomposed into three orthogonal components, denoted as the first, second and third principal strains. We compare the peak tensile (first principal) and compressive (third principal) strains, since elevated strain alters cell phenotype and induces tissue remodeling. RESULTS AND CONCLUSIONS: Our lumped-parameter model predicted an IOP increase of c. 7 mmHg after 21 minutes of 15 degree HDT, which agreed with previous reports of IOP in HDT [1]. The corresponding FEM simulations predicted a relative increase in the magnitudes of the peak tensile and compressive strains in the lamina cribrosa of 42 and 43, respectively (Fig. 2). The corresponding changes in the optic nerve strains were 17 and 39, while in the PLNT they were 47 and 43. These magnitudes of relative elevations in peak strains may induce a phenotypic response in resident mechano-responsive resident cells [2]. This approach may be expanded to investigate other environmental changes (e.g. parabolic flight). Through our VIIP SCHOLAR project, we will validate and improve these integrated models by measuring patient-specific changes in optic nerve sheath geometry in patients with idiopathic intracranial hypertension before and after lumbar puncture and CSF removal.

biomechanics↗
NASA NTRS2016

Effect of Vertical Rate Error on Recovery from Loss of Well Clear Between UAS and Non-Cooperative Intruders

When an Unmanned Aircraft System (UAS) encounters an intruder and is unable to maintain required temporal and spatial separation between the two vehicles, it is referred to as a loss of well-clear. In this state, the UAS must make its best attempt to regain separation while maximizing the minimum separation between itself and the intruder. When encountering a non-cooperative intruder (an aircraft operating under visual flight rules without ADS-B or an active transponder) the UAS must rely on the radar system to provide the intruders location, velocity, and heading information. As many UAS have limited climb and descent performance, vertical position andor vertical rate errors make it difficult to determine whether an intruder will pass above or below them. To account for that, there is a proposal by RTCA Special Committee 228 to prohibit guidance systems from providing vertical guidance to regain well-clear to UAS in an encounter with a non-cooperative intruder unless their radar system has vertical position error below 175 feet (95) and vertical velocity errors below 200 fpm (95). Two sets of fast-time parametric studies was conducted, each with 54000 pairwise encounters between a UAS and non-cooperative intruder to determine the suitability of offering vertical guidance to regain well clear to a UAS in the presence of radar sensor noise. The UAS was not allowed to maneuver until it received well-clear recovery guidance. The maximum severity of the loss of well-clear was logged and used as the primary indicator of the separation achieved by the UAS. One set of 54000 encounters allowed the UAS to maneuver either vertically or horizontally, while the second permitted horizontal maneuvers, only. Comparing the two data sets allowed researchers to see the effect of allowing vertical guidance to a UAS for a particular encounter and vertical rate error. Study results show there is a small reduction in the average severity of a loss of well-clear when vertical maneuvers are suppressed, for all vertical error rate thresholds examined. However, results also show that in roughly 35 of the encounters where a vertical maneuver was selected, forcing the UAS to do a horizontal maneuver instead increased the severity of the loss of well-clear for that encounter. Finally, results showed a small reduction in the number of severe losses of well-clear when the high performance UAS (2000 fpm climb and descent rate) was allowed to maneuver vertically, and the vertical rate error was below 500 fpm. Overall, the results show that using a single vertical rate threshold is not advisable, and that limiting a UAS to horizontal maneuvers when vertical rate errors are above 175 fpm can make a UAS less safe about a third of the time. It is suggested that the hard limit be removed, and system manufacturers instructed to account for their own UAS performance, as well as vertical rate error and encounter geometry, when determining whether or not to provide vertical guidance to regain well-clear.

detect and avoid↗