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All sources NASA NTRS DOE OSTI

DOE OSTI2016

SIMULATED HUMAN ERROR PROBABILITY AND ITS APPLICATION TO DYNAMIC HUMAN FAILURE EVENTS

Abstract Objectives: Human reliability analysis (HRA) methods typically analyze human failure events (HFEs) at the overall task level. For dynamic HRA, it is important to model human activities at the subtask level. There exists a disconnect between dynamic subtask level and static task level that presents issues when modeling dynamic scenarios. For example, the SPAR-H method is typically used to calculate the human error probability (HEP) at the task level. As demonstrated in this paper, quantification in SPAR-H does not translate to the subtask level. Methods: Two different discrete distributions were generated for each SPAR-H Performance Shaping Factor (PSF) to define the frequency of PSF levels. The first distribution was a uniform, or uninformed distribution that assumed the frequency of each PSF level was equally likely. The second non-continuous distribution took the frequency of PSF level as identified from an assessment of the HERA database. These two different approaches were created to identify the resulting distribution of the HEP. The resulting HEP that appears closer to the known distribution, a log-normal centered on 1E-3, is the more desirable. Each approach then has median, average and maximum HFE calculations applied. To calculate these three values, three events, A, B and C are generated from the PSF level frequencies comprised of subtasks. The median HFE selects the median PSF level from each PSF and calculates HEP. The average HFE takes the mean PSF level, and the maximum takes the maximum PSF level. The same data set of subtask HEPs yields starkly different HEPs when aggregated to the HFE level in SPAR-H. Results: Assuming that each PSF level in each HFE is equally likely creates an unrealistic distribution of the HEP that is centered at 1. Next the observed frequency of PSF levels was applied with the resulting HEP behaving log-normally with a majority of the values under 2.5% HEP. The median, average and maximum HFE calculations did yield different answers for the HFE. The HFE maximum grossly over estimates the HFE, while the HFE distribution occurs less than HFE median, and greater than HFE average. Conclusions: Dynamic task modeling can be perused through the framework of SPAR-H. Identification of distributions associated with each PSF needs to be defined, and may change depending upon the scenario. However it is very unlikely that each PSF level is equally likely as the resulting HEP distribution is strongly centered at 100%, which is unrealistic. Other distributions may need to be identified for PSFs, to facilitate the transition to dynamic task modeling. Additionally discrete distributions need to be exchanged for continuous so that simulations for the HFE can further advance. This paper provides a method to explore dynamic subtask to task translation and provides examples of the process using the SPAR-H method.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗

NASA NTRS1979

Constant lift rotor for a heavier than air craft

A rotor blade extended radially from a hub, characterized by an elongated spar and a plurality of axially aligned shells pivotally mounted on the spar is presented. Each has an aerodynamic center located in trailing relation with the spar and supported thereby for simultaneous axial and angular displacement as centrifugal forces are applied, a pitch controller plus a plurality of pivotal pitch limiting arms transversely related to the spar. A push-pull link interconnecting the arms is used for imparting simultaneous pivotal motion, whereby the angular relationship of the arms to the spar is varied for varying the motion of the trucks along the arms for thus limiting the pitch of the segments about the spar.

Stroub, R. H.↗

NASA NTRS1988

Composite transport wing technology development: Design development tests and advanced structural concepts

Numerous design concepts, materials, and manufacturing methods were investigated for the covers and spars of a transport box wing. Cover panels and spar segments were fabricated and tested to verify the structural integrity of design concepts and fabrication techniques. Compression tests on stiffened panels demonstrated the ability of graphite/epoxy wing upper cover designs to achieve a 35 percent weight savings compared to the aluminum baseline. The impact damage tolerance of the designs and materials used for these panels limits the allowable compression strain and therefore the maximum achievable weight savings. Bending and shear tests on various spar designs verified an average weight savings of 37 percent compared to the aluminum baseline. Impact damage to spar webs did not significantly degrade structural performance. Predictions of spar web shear instability correlated well with measured performance. The structural integrity of spars manufactured by filament winding equalled or exceeded those fabricated by hand lay-up. The information obtained will be applied to the design, fabrication, and test of a full-scale section of a wing box. When completed, the tests on the technology integration box beam will demonstrate the structural integrity of an advanced composite wing design which is 25 percent lighter than the metal baseline.

Griffin, Charles F.↗

NASA NTRS1992

Comparison of resin film infusion, resin transfer molding, and consolidation of textile preforms for primary aircraft structure

Under NASA's Novel Composites for Wing and Fuselage Applications (NCWFA) Program, Grumman is developing innovative design concepts and cost-effective fabrication processes for damage-tolerant primary structures that can perform at a design ultimate strain level of 6000 micro-inch/inch. Attention has focused on the use of textile high-performance fiber-reinforcement concepts that provide improved damage tolerance and out-of-plane load capability, low-cost resin film infusion (RFI) and resin transfer molding (RTM) processes, and thermoplastic forming concepts. The fabrication of wing 'Y' spars by four different materials/processes methods is described: 'Y' spars fabricated using IM7 angle interlock 0/90 deg woven preforms with +/- 45 deg plies stitched with Toray high-strength graphite thread and processed using RFI and 3501-6 epoxy; 'Y' spars fabricated using G40-800 knitted/stitched preforms and processed using RFI and 3501-6 epoxy; 'Y' spars fabricated using G40-800 knitted/stitched preforms and processed using RTM and Tactix 123/H41 epoxy; and 'Y' spars fabricated using AS4(6k)/PEEK 150-g commingled angle interlock 0/90 deg woven preforms with +/- 45 deg commingled plies stitched using high-strength graphite thread and processed by consolidation. A comparison of the structural efficiency, processability, and projected acquisition cost of these representative spars is presented.

Suarez, J.↗

DOE OSTI2016

Multiple piece turbine rotor blade

A spar and shell turbine rotor blade with a spar and a tip cap formed as a single piece, the spar includes a bottom end with dovetail or fir tree slots that engage with slots on a top end of a root section, and a platform includes an opening on a top surface for insertion of the spar in which a shell made from an exotic high temperature resistant material is secured between the tip cap and the platform. The spar is tapered to form thinner walls at the tip end to further reduce the weight and therefore a pulling force due to blade rotation. The spar and tip cap piece is made from a NiAL material to further reduce the weight and the pulling force.

33 ADVANCED PROPULSION SYSTEMS↗

NASA NTRS1979

Bubble behavior during solidification in low-gravity

The trapping and behavior of gas bubbles were studied during low gravity solidification of carbon tetrabromide. The flight experiments were performed during two sounding rocket flights (SPAR 1 and SPAR 3) and involved gradient freeze solidification of gas saturated melts. Gas bubbles were evolved at the solid-liquid interfaces during the low gravity intervals. No large-scale thermal migration of bubbles, bubble pushing by the solid-liquid interface, or bubble detachment from the interface were observed during the low gravity experiments. During the SPAR 3 experiment, a unique bubble motion-fluid flow event occurred in one specimen: a large bubble moved downward and caused some circulation of the melt. The gas bubbles that were trapped by the solid in commercial purity material formed voids that had a cyclindrical shape in SPAR 3, in contrast to the spherical shape that had been observed in SPAR 1. These shapes were not influenced by the gravity level, but were dependent upon the initial temperature gradient. In higher purity material the shape of the voids changed from cylindrical in one-g to spherical in low-g.

Papazian, J. M.↗

NASA NTRS1991

Lightning protection design and testing of an all composite wet wing for the Egrett

The Egrett aircraft has an all composite wing comprising CFC(carbon fiber composite)/Nomex sandwich skins, full length CFC main spar caps, and GFRP (glass fiber reinforced plastics) main and auxiliary spar webs. It also has short inboard CFC auxiliary spar caps. It has fine aluminum wires woven into the surface for protection. It has an integral fuel tank using the CFC/Nomex skins as the upper and lower tank walls, and lies between the forward auxiliary spar and the forward of the two main spar webs. The fuel tank is not bagged, i.e., it is in effect a wet wing tank. It has conventional capacitive type fuel gauging. The aircraft was cleared to IFR standards and so required full lightning protection and demonstration that it would survive the lightning environment. The lightning protection was designed for the wing (and also for the remainder of the aircraft). An inner wing test samples (which included a part of the fuel tank) were tested as part of the proving program. The protection design and the testing process are described. The intrinsic structural features are indicated that improve lightning protection design and which therefore minimize the weight and cost of any added lightning protection components.

Burrows, B. J. C.↗

NASA NTRS1993

Energy-absorbing-beam design for composite aircraft subfloors

Data have been presented from the design support testing of composite energy absorbing (EA) aircraft subfloor structures. The focus of the current study is the design and testing of subfloor structural concepts that would limit the loads transmitted to occupants to less than 20 g at crush speeds of approximately 30 fps. The EA composite subfloor is being designed to replace an existing noncrashworthy metallic subfloor in a composite aircraft prior to a full-scale crash test. A sandwich spar construction of a sine wave beam was chosen for evaluation and was found to have excellent energy absorbing characteristics. The design objective of obtaining sustained crushing loads of the spar between 200-300 lbf/inch were achieved for potentially limiting occupants loads to around 20 g's. Stroke efficiency of up to 79 percent of the initial spar height under desired sustained crushing loads was obtained which is far greater than the level provided by metal structure. Additionally, a substantial residual spar stiffness was retained after impact, and the flange integrity, which is critical for seat retention, was maintained after crushing of the spars.

Carden, Huey D.↗

DOE OSTI2012

Development of Simplified Probabilistic Risk Assessment Model for Seismic Initiating Event

ABSTRACT This paper discusses a simplified method to evaluate seismic risk using a methodology built on dividing the seismic intensity spectrum into multiple discrete bins. The seismic probabilistic risk assessment model uses Nuclear Regulatory Commission’s (NRC’s) full power Standardized Plant Analysis Risk (SPAR) model as the starting point for development. The seismic PRA models are integrated with their respective internal events at-power SPAR model. This is accomplished by combining the modified system fault trees from the full power SPAR model with seismic event tree logic. The peak ground acceleration is divided into five bins. The g-value for each bin is estimated using the geometric mean of lower and upper values of that particular bin and the associated frequency for each bin is estimated by taking the difference between upper and lower values of that bin. The component’s fragilities are calculated for each bin using the plant data, if available, or generic values of median peak ground acceleration and uncertainty values for the components. For human reliability analysis (HRA), the SPAR HRA (SPAR-H) method is used which requires the analysts to complete relatively straight forward worksheets that include the performance shaping factors (PSFs). The results are then used to estimate human error probabilities (HEPs) of interest. This work is expected to improve the NRC’s ability to include seismic hazards in risk assessments for operational events in support of the reactor oversight program (e.g., significance determination process).

22 GENERAL STUDIES OF NUCLEAR REACTORS↗

DOE OSTI2013

Multiple piece turbine rotor blade

A multiple piece turbine rotor blade with a shell having an airfoil shape and secured between a spar and a platform with the spar including a tip end piece. a snap ring fits around the spar and abuts against the spar tip end piece on a top side and abuts against a shell on the bottom side so that the centrifugal loads from the shell is passed through the snap ring and into the spar and not through a tip cap dovetail slot and projection structure.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2015

Effects of pore-scale precipitation on permeability and flow

Here, the effects of calcite precipitation on porous media permeability and flow were evaluated with a combined experimental and modeling approach. X-ray microtomography images of two columns packed with glass beads and calcite (spar crystals) or aragonite (Bahamas ooids) injected with a supersaturated solution (log Ω = 1.42) were processed in order to calculate rates of calcite precipitation with a spatial resolution of 4.46 µm. Identification and localization of the newly precipitated crystals on the 3D images was performed and results used to calculate the crystal growth rates and velocities. The effects of carbonate precipitation were also evaluated in terms of the integrated precipitation rate over the length of the column, crystal shape, surface area and pore roughness changes. While growth was epitaxial on calcite spar, calcite rhombohedra formed on glass beads and clusters of polyhedrons formed on aragonite ooids. Near the column inlet, calcite precipitation occurred preferentially on carbonate grains compared to glass beads, with almost 100% of calcite spar surface area covered by new crystals versus 92% in the case of aragonite and 11% in the case of glass beads. Although the experimental chemistry and flow boundary conditions in the two columns were similar, their porosity-permeability evolution was different because the nucleation and subsequent crystal growth on the two substrates (i.e., calcite spar and aragonite ooids) was very different. The impact of mineral precipitation on pore-scale flow and permeability was evaluated using a pore-scale Stokes solver that accounted for the changes in pore geometry. For similar magnitude reductions in porosity, the decrease in permeability was highest within the sample that experienced the greatest increase in pore roughness. Various porous media models were generated to show the impact of different crystal growth patterns and pore roughness changes on flow and permeability-porosity relationship. Under constant flow rate boundary conditions, precipitation resulted in an increase in both the average and maximum velocities. Increases in pore roughness led to a more heterogeneous flow field, principally through the effects on the fastest and slowest velocities within the domain.

58 GEOSCIENCES↗

DOE OSTI2023

Economic competitiveness of pultruded fiber composites for wind turbine applications

Pultrusion manufacturing of fiber reinforced polymers has been shown to yield some of the highest mechanical properties for unidirectional composites, having a high degree of fiber alignment with consistent performance. Pultrusions offer a low-cost manufacturing approach for producing unidirectional composites with a constant cross-section and are used in many applications, including spar caps of wind turbine blades. However, as an intermediate processing step for wind blades, the additional cost of manufacturing pultrusions must be accompanied by sufficient increases in mechanical performance and system benefits. Wind turbine blades are manufactured using vacuum-assisted resin transfer molding with infused unidirectional fiberglass or carbon pultrusions for the spar cap. Infused fiberglass composites are among the most cost-effective structural materials available and replacing this material in the cost-driven wind industry has proven challenging, where infused fiberglass spar caps are still the predominant material system in use. To evaluate alternative material systems in a pultruded composite form, it is necessary to understand the costs for this additional manufacturing step which are shown to add 33%–55% on top of the material costs. A pultrusion cost model has been developed and used to quantify cost sensitivities to various processing parameters. The mechanical performance for pultruded composites is improved versus resin-infusion manufacturing with a 17% increase in design strength at a constant fiber volume fraction, but also enables higher achievable fiber volume fractions. The cost-specific mechanical performance is compared as a function of processing parameters for pultruded composites to identify the opportunities for alternative material and manufacturing approaches for wind turbine spar caps. Finally, four materials are compared in a representative wind turbine blade model to assess the performance of pultruded carbon fiber systems and pultruded fiberglass relative to infused fiberglass, where the pultruded systems produce lower weight blades with various cost distinctions.

42 ENGINEERING↗

DOE OSTI2023

Optimized Carbon Fiber Composites in Wind Turbine Blade Design: Follow-On Studies

This project has identified opportunities to bring further reductions in the mass and cost of modern wind turbine blades through the use of alternative material systems and manufacturing processes. The fiber reinforced polymer material systems currently used by the wind industry have stagnated as the technology continues to mature and as a means to reduce risk while introducing new products with continually increasing blade lengths. However, as blade lengths continue to increase, the challenge of controlling blade mass becomes even more critical to enabling the associated levelized cost of energy reductions. Stiffer and stronger reinforcement fibers can help to resolve the challenges of meeting the loading demands while limiting the increase in weight, but these materials are substantially more expensive than the traditional E-glass fiber systems. One goal of this project and associated work is to identify pathways that improve the cost-effectiveness of carbon fiber such that it is the reinforcement of choice in the primary structural elements of wind blades. The use of heavy-tow textile carbon fiber material systems has been shown to reduce the blade mass by 30-31% when used in the spar cap and by up to 7% when used in edgewise reinforcement. A pultrusion cost model was developed to enable a material cost comparison that includes an accurate estimate of the intermediate manufacturing step of pultrusion for the carbon fiber composite. Material cost reductions were revealed in most cases for the heavy-tow textile carbon fiber compared to infused fiberglass. The use of carbon fiber in the edgewise reinforcement produced the most notable material cost reduction of 33% for the heavy-tow textile carbon fiber. The mass and cost savings observed when using carbon fiber in edgewise reinforcement demonstrate a clear opportunity of this design approach. A carbon fiber conversion cost model was expanded to include a characterization of manufacturing costs when using advanced conversion processes with atmospheric plasma oxidation. This manufacturing approach was estimated to reduce the cost of carbon fiber material systems by greater than 10% and can be used with textile carbon systems or traditional carbon fiber precursors. The pultrusion cost model was also used to assess the opportunity for using pultruded fiberglass in wind blades, studying conventional E-glass fiber reinforcement. When using pultruded fiberglass as the spar cap material for two design classifications, the blade weight was reduced by 6% and 9% compared to infused fiberglass. However, due to the relatively large share of the pultrusion manufacturing cost compared to fiber cost, the spar cap material cost increased by 12% and 7%. When considering the system benefits of reduced blade mass and potentially lower blade manufacturing costs for pultruded composites, there may be opportunity for pultruded E-glass in wind blade spar caps, but further studies are needed. There is a clearer outcome for using pultruded fiberglass in the edgewise reinforcement where it resulted in a blade mass reduction of 2% and associated reinforcement material cost reduction of 1% compared to infused E-glass. The use of higher performing glass fibers, such as S-glass and H-glass systems, will produce greater mass savings but a study is needed to assess the cost implications for these more expensive systems. The most likely opportunity for these high-performance glass fibers is in the edgewise reinforcement, where the increased strength will reduce the damage accumulation of this fatigue-driven component. The blade design assessments in this project characterize the controlling material properties for the primary structural components in the flapwise and edgewise directions for modern wind blades. The observed trends with low and high wind speed turbine classifications for carbon and glass fiber reinforced polymer systems help to identify where cost reductions are needed, and where improvements in mechanical properties would help to reduce the material demands.

17 WIND ENERGY↗

NASA NTRS1976

Flight service evaluation of an advanced composite empennage component on commercial transport aircraft

The development and flight evaluation of an advanced composite empennage component is presented. The recommended concept for the covers is graphite-epoxy hats bonded to a graphite-epoxy skin. The hat flare-out has been eliminated, instead the hat is continuous into the joint. The recommended concept for the spars is graphite-epoxy caps and a hybrid of Kevlar-49 and graphite-epoxy in the spar web. The spar cap, spar web stiffeners for attaching the ribs, and intermediate stiffeners are planned to be fabricated as a unit. Access hole in the web will be reinforced with a donut type, zero degree graphite-epoxy wound reinforcement. The miniwich design concept in the upper three ribs originally proposed is changed to a graphite-epoxy stiffened solid laminate design concept. The recommended configuration for the lower seven ribs remains as graphite-epoxy caps with aluminum cruciform diagonals. The indicated weight saving for the current advanced composite vertical fin configuration is 20.2% including a 24 lb growth allowance. The project production cost saving is approximately 1% based on a cumulative average of 250 aircraft and including only material, production labor, and quality assurance costs.

Source record↗

NASA NTRS1992

Integrating aerodynamics and structures in the minimum weight design of a supersonic transport wing

An approach is presented for determining the minimum weight design of aircraft wing models which takes into consideration aerodynamics-structure coupling when calculating both zeroth order information needed for analysis and first order information needed for optimization. When performing sensitivity analysis, coupling is accounted for by using a generalized sensitivity formulation. The results presented show that the aeroelastic effects are calculated properly and noticeably reduce constraint approximation errors. However, for the particular example selected, the error introduced by ignoring aeroelastic effects are not sufficient to significantly affect the convergence of the optimization process. Trade studies are reported that consider different structural materials, internal spar layouts, and panel buckling lengths. For the formulation, model and materials used in this study, an advanced aluminum material produced the lightest design while satisfying the problem constraints. Also, shorter panel buckling lengths resulted in lower weights by permitting smaller panel thicknesses and generally, by unloading the wing skins and loading the spar caps. Finally, straight spars required slightly lower wing weights than angled spars.

Barthelemy, Jean-Francois M.↗

NASA NTRS2010

Methods for In-Flight Wing Shape Predictions of Highly Flexible Unmanned Aerial Vehicles: Formulation of Ko Displacement Theory

The Ko displacement theory is formulated for a cantilever tubular wing spar under bending, torsion, and combined bending and torsion loading. The Ko displacement equations are expressed in terms of strains measured at multiple sensing stations equally spaced on the surface of the wing spar. The bending and distortion strain data can then be input to the displacement equations to calculate slopes, deflections, and cross-sectional twist angles of the wing spar at the strain-sensing stations for generating the deformed shapes of flexible aircraft wing spars. The displacement equations have been successfully validated for accuracy by finite-element analysis. The Ko displacement theory that has been formulated could also be applied to calculate the deformed shape of simple and tapered beams, plates, and tapered cantilever wing boxes. The Ko displacement theory and associated strain-sensing system (such as fiber optic sensors) form a powerful tool for in-flight deformation monitoring of flexible wings and tails, such as those often employed on unmanned aerial vehicles. Ultimately, the calculated displacement data can be visually displayed in real time to the ground-based pilot for monitoring the deformed shape of unmanned aerial vehicles during flight.

Ko, William L.↗

NASA NTRS2017

Shergottite Lead Isotope Signature in Chassigny and the Nakhlites

The nakhlites/chassignites and the shergottites represent two differing suites of basaltic martian meteorites. The shergottites have ages less than or equal to 0.6 Ga and a large range of initial Sr-/Sr-86 and epsilon (Nd-143) ratios. Conversely, the nakhlites and chassignites cluster at 1.3-1.4 Ga and have a limited range of initial Sr-87/Sr-86 and epsilon (Nd-143). More importantly, the shergottites have epsilon (W-182) less than 1, whereas the nakhlites and chassignites have epsilon (W-182) approximately 3. This latter observation precludes the extraction of both meteorite groups from a single source region. However, recent Pb isotopic analyses indicate that there may have been interaction between shergottite and nakhlite/chassignite Pb reservoirs.Pb Analyses of Chassigny: Two different studies haveinvestigated 207Pb/204Pb vs. 206Pb/204Pb in Chassigny: (i)TIMS bulk-rock analyses of successive leaches and theirresidue [3]; and (ii) SIMS analysis of individual minerals[4]. The bulk-rock analyses fall along a regression of SIMSplagioclase analyses that define an errorchron that is olderthan the Solar System (4.61±0.1 Ga); i.e., these define amixing line between Chassigny’s principal Pb isotopic components(Fig. 1). Augites and olivines in Chassingy (notshown) also fall along or near the plagioclase regression [4].This agreement indicates that the whole-rock leachateslikely measure indigenous, martian Pb, not terrestrial contamination[5]. SIMS analyses of K-spars and sulfides definea separate, sub-parallel trend having higher 207Pb/206Pbvalues ([4]; Fig. 1). The good agreement between the bulkrockanalyses and the SIMS analyses of plagioclases alsoindicates that the Pb in the K-spars and sulfides cannot be amajor component of Chassigny.The depleted reservoir sampled by Chassigny plagioclaseis not the same as the solar system initial (PAT) andrequires a multi-stage origin. Here we show a two-stagemodel (Fig. 1) with a 238U/204Pb (μ) of 0.5 for 4.5-2.4 Gaand a μ of 7 for 2.4-1.4 Ga. This is not a unique model butdoes produce a Pb composition that falls on the plagioclaseregression at 1.4 Ga, the approximate igneous age of Chassigny [1]. It should be noted that low-μ single-stage modelsare not capable of producing sufficiently radiogenic 206Pb/204Pb at 1.4 Ga.Relation to Shergottites: The Chassigny K-spars and sulfides fall along a second mixing line defined by leachesand residues of depleted and intermediate shergottites [6]. This mixing line falls above the plagioclase regression.Therefore, we also interpret the radiogenic component of this mixing line to represent indigenous martian Pb. It ispossible that the depleted and intermediate shergottites and the Chassigny plagioclases sample radiogenic Pb from thethe same source, i.e., the mixing lines may intersect at high 206Pb/204Pb.Both K-spar and sulfide are late-stage phases. At the time of their crystallization, the Chassigny system appearsto have remained open to a depleted shergottite Pb reservoir. The depleted component of the shergottite mixing linecan be generated by a single-stage evolution from PAT (4.5 to 1.4 Ga) in a reservoir having a μ ~2. A similar modelfor the most depleted shergottites is also possible: μ = 1.5 for 4.5 to 0.3 Ga.Nakhlites: Nakhlite analyses plot between the shergottite and Chassigny plagioclase regressions [3]. So again,members of the nakhlite/chassignite suite show affinities to shergottite Pb.

Jones, J. H.↗

NASA NTRSDate not supplied

Simplified Applied Loads of a Transonic Truss-Braced Wing Derived from Computational Fluid Dynamics

The transonic truss-braced wing (TTBW) concept is under consideration by the NASA Advanced Air Transport Technology (AATT) project due to its potential to reduce fuel consumption of transport aircraft. To properly evaluate the TTBW concept, detailed structural modeling and subsequent test planning is underway, which requires a simplified set of discrete applied loads that simulate the distributed aerodynamic pressures. Given the unique architecture of the TTBW and its intended operation in the transonic regime, computational fluid dynamics (CFD) is the ideal approach to employ to ensure the aerodynamics of this configuration are sufficiently captured. To convert aerodynamic results into input for structural models, application of a data transfer tool, Discrete Data Transfer Between Dissimilar Meshes (DDTBDM), is presented to resolve aerodynamic pressures from CFD into single load vectors at hardpoints along both the wing and the strut. Evaluation of mapping the aerodynamic forces to hardpoints at rib and spar intersections in a structural model is performed, and the results are also compared with a linear static aeroelastic analysis. The structural responses indicate that distributing forces along only the wing and strut forward spars is insufficient for simulating the distributed aerodynamic loads. Adding moments along the forward spars improved the global response of the wing, but the point moments created unrealistic local rotations within the structure. When distributing loads along both the forward and aft spars of the wing and strut, the global response was less sensitive to the inclusion of point moments, which indicated the arrangement of point forces alone was sufficient input for structural design work and testing and provided a more continuous loading profile.

Finite Element↗