Monte Carlo optimization strategies for air-traffic control

The safety of the flights, and in particular conflict resolution for separation assurance, is one of the main tasks of Air Traffic Control. Conflict resolution requires decision making in the face of the considerable levels of uncertainty inherent in the motion of aircraft. We present a Monte Carlo framework for conflict resolution which allows one to take into account such levels of uncertainty through the use of a stochastic simulator. A simulation example inspired by current air traffic control practice illustrates the proposed conflict resolution strategy. Copyright © 2005 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.

Small-diameter membrane reflector wrinkling

This study concerns the wrinkling performance of thin membranes for use as novel reflectors in space-based telescopes. We introduce small-scale experiments for inducing and interrogating wrinkling patterns in at membranes, and we capture these details computationally by performing a range of finite element analysis. The overall aim is to assess the sophistication of modelling, to verify the feasibility of a small-diameter reector concept proposed in accompanying work. © 2009 by the American Institute of Aeronautics and Astronautics, Inc.

Robust airfoil design with respect to boundary layer transition

In order to disign an airfoil of which maximum lift coefficient (CL max) is not sensitive to location of forced top boundary layer transition. Taking maximizing mean value of CL max and minimizing standard deviation as biobjective, leading edge radius, manximum thickness and its location, maximum camber and its location as deterministic design variables, location of forced top boundary layer transition as stochastic variable, XFOIL as deterministic CFD solver, non-intrusive polynomial chaos as substitute of Monte Carlo method, we completed a robust airfoil design problem. Results demonstrate performance of initial airfoil is enhanced through reducing standard deviation of CL max. Besides, we also know maximum thickness has the most dominating effect on mean value of CL max, location of maximum thickness has the most dominating effect on standard deviation of CL max, maximum camber has a little effect on both mean value and standard deviation, and maximum camber is the only element of which increase can lead increase of mean value and standard deviation at the same time. Copyright © 2009 by the American Institute of Aeronautics and Astronautics, Inc.

Combustion rumble prediction with integrated computational-fluid-dynamics/ low-order-model methods

The pressure oscillation within combustion chambers of aeroengines and industrial gas turbines is a major technical challenge to the development of high-performance and low-emission propulsion systems. In this paper, an approach integrating computational fluid dynamics and one-dimensional linear stability analysis is developed to predict the modes of oscillation in a combustor and their frequencies and growth rates. Linear acoustic theory was used to describe the acoustic waves propagating upstream and downstream of the combustion zone, which enables the computational fluid dynamics calculation to be efficiently concentrated on the combustion zone. A combustion oscillation was found to occur with its predicted frequency in agreement with experimental measurements. Furthermore, results from the computational fluid dynamics calculation provide the flame transfer function to describe unsteady heat release rate. Departures from ideal one-dimensional flows are described by shape factors. Combined with this information, low-order models can work out the possible oscillation modes and their initial growth rates. The approach developed here can be used in more general situations for the analysis of combustion oscillations. Copyright © 2012 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.

Experimental study into the flow physics of three-dimensional shock control bumps

This paper describes a fundamental experimental study of the flow structure around a single three-dimensional (3D) transonic shock control bump (SCB) mounted on a flat surface in a wind tunnel. Tests have been carried out with a Mach 1.3 normal shock wave located at a number of streamwise positions relative to the SCB. Details of the flow have been studied using the experimental techniques of schlieren photography, surface oil flow visualization, pressure sensitive paint, and laser Doppler anemometry. The results of the work build on the findings of previous researchers and shed new light on the flow physics of 3D SCBs. It is found that spanwise pressure gradients across the SCB ramp and the shape of the SCB sides affect the magnitude and uniformity of flow turning generated by the bump, which can impact on the spanwise propagation of the quasi-two-dimensional (2D) shock structure produced by a 3DSCB. At the bump crest, vortices can form if the pressure on the crest is significantly lower than at either side of the bump. The trajectories of these vortices, which are relatively weak, are strongly influenced by any spanwise pressure gradients across the bump tail. Asignificant difference between 2D and 3D SCBs highlighted by the study is the impact of spanwise pressure gradients on 3D SCB performance. The magnitude of these spanwise pressure gradients is determined largely by SCB geometry and shock position. Copyright © 2011 by the American Institute of Aeronautics and Astronautics, Inc.

Control of a shock-wave/boundary-layer interaction and subsequent subsonic diffuser using a combination of vortex generators and bleed

An experimental investigation has been undertaken in which vortex generators (VGs) have been employed to inhibit boundary-layer separation produced by the combined adversepressure- gradient of a terminal shock-wave and subsonic diffuser. This setup has been developed as part of a program to produce a more inlet relevant flow-field using a small-scale wind tunnel than previous studies. The resulting flow is dominated by large-scale separation, and as such, is thought to be a good test-bed for flow control. In this investigation, VGs have been added to determine their potential for shock-induced separation mitigation. In line with previous studies, it was observed that the application of VGs alone was not able to significantly alleviate separation overall, because enlarged corner separations was observed. Only when control of the corner separations using corner bleed was employed alongside centre-span control using VGs was a significant improvement in both wall pressure recovery (6% increase) and stagnation pressure recovery (2.4% increase) observed. Copyright © 2012 by the American Institute of Aeronautics and Astronautics, Inc.

Large-eddy simulations and measurements of a small-scale high-speed coflowing jet

Measurements and predictions are made of a short-cowl coflowing jet with a bypass ratio of 8:1. The Reynolds number is 300,000, and the inlet Mach numbers are representative of aeroengine conditions. The low Reynolds number of the measurements makes the case well suited to the assessment of large-eddy-simulation-related strategies. The nozzle concentricity is carefully controlled to deal with the emerging metastability issues of jets with coflow. Measurements of mean quantities and turbulence statistics are made using both laser Doppler anemometry and particle image velocimetry. The simulations are completed on 6× 106, 12× 106, and 50 × 106 cell meshes. To overcome near-wall modeling problems, a hybrid large-eddy-simulation-Reynolds-averaged-Navier-Stokesrelated method is used. The near-wall Reynolds-averaged-Navier-Stokes layer is helpful in preventing nonphysical separation from the nozzle wall.Copyright © 2010 by the American Institute of Aeronautics and Astronautics, Inc.

Comparison of les to LDA and PIV measurements of a small scale high speed coflowing jet

Measurements and predictions are made of a short cowl co-flowing jet with a bypass ratio of 8:1. The Reynolds number for computations and measurements are matched at 300,000 and the Mach numbers representative of realistic jet conditions with core and co flow velocities of 240m/s and 216m/s respectively. The low Reynolds number of the measurements makes the case well suited to the assessment of large eddy resolving computational strategies. Also, the nozzle concentricity was carefully controlled to deal with the emerging metastability issues of jets with coflow. Measurements of mean quantities and turbulence statistics are made using both two dimensional coincident LDA and PIV systems. The computational simulations are completed on a modest 12×106 mesh. The simulation is now being run on a 50×106 mesh using hybrid RANSNLES (Numerical Large Eddy Simulation). Close to the nozzle wall a k-l RANS model is used. For an axisymmetric jet, comparison is made between simulations which use NLES, RANSNLES and also a simple imposed velocity profile where the nozzle is not modeled. The use of a near wall RANS model is shown to be beneficial. When compared with the measurements the NLES results are encouraging. Copyright © 2008 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.

Conceptual design for a laminar-flying-wing aircraft

The present study details the conceptual design for a 220-passenger laminar-flying-wing aircraft, utilising distributed suction, with a cruise Mach number of 0.67, over a range of 9000 km. The estimated fuel burn is 13.9 g/pax.km, demonstrating substantial gains relative to current, conventional, passenger aircraft. For comparison, a conventional aircraft with a high-mounted, unswept, wing is designed for the same mission specification, and is shown to have a fuel burn of 15 g/pax.km. Despite significant aerodynamic efficiency gains, the fuel burn of the laminar flying wing is only marginally better as it suffers from a poor cruise engine efficiency and is much heavier. Copyright © 2012 by the American Institute of Aeronautics and Astronautics, Inc.

High-order DES and zonal LES of a labyrinth seal

Hybrid numerical large eddy simulation (NLES) and detached eddy simulation (DES) methods are assessed on a labyrinth seal geometry. A high sixth order discretization scheme is used and is validated using a test case of a two dimensional vortex. The hybrid approach adopts a new blending function and along with DES is initially validated using a simple cavity flow. The NLES method is also validated outside of RANS zones. It is found that there is very little resolved turbulence in the cavity for the DES simulation. For the labyrinth seal calculations the DES approach is problematic giving virtually no resolved turbulence content. It is seen that over the tooth tips the extent of the LES region is small and is likely to be a strong contributor to excessive flow damping in these regions. On the other hand the zonal Hamilton-Jacobi approach did not suffer from this trait. In both cases the meshes used are considered to be hybrid RANS-LES adequate. Fortunately (or perhaps unfortunately) the DES profiles are in agreement with the time mean experimental measurements. It is concluded that for an inexperienced CFD practitioner this could have wider implications particularly if transient results such as unsteady loading are desired. Copyright © 2012 by the American Institute of Aeronautics and Astronautics, Inc.

Response of two acoustically excited turbulent premixed flames to an imposed phase lag

This paper describes an experimental investigation into the interactions that occur between two acoustically forced lean turbulent premixed flames for an induced phase lag. Phase-averaged FSD from cinematographic OH-PLIF measurements and global heat release measurements were obtained for a range phase lags (ψ S) and amplitudes (A) as a function of flame separation distance, S. The effect of bringing two flames closer together causes jet merging, which alters the vortex flame interactions that drive the thermo-acoustic response. To simulate circumferential modes a phase lag was introduced, which affected the flame dynamics in the region of flame-flame interaction, with these changes dependent on S. For moderate separation distances, the flame structure becomes increasingly asymmetric inducing a very small transverse oscillation. However, for moderate phase lags (φ s ≤ 20) the magnitude of these changes and their subsequent influence on the thermo-acoustic response was found to be slight in comparison with changes in S. Copyright © 2012 by the American Institute of Aeronautics and Astronautics, Inc.

Shock wave/boundary-layer interaction control using a combination of vortex generators and bleed

To investigate whether vortex generators can be an effective form of passive flow control an experimental investigation has been conducted in a small-scale wind tunnel. With specific emphasis on supersonic inlet applications flow separation was initiated using a combined terminal shock wave and subsonic diffuser: a configuration that has been developed as a part of a program to produce a more inlet-relevant flowfield in a small-scale wind tunnel than previous studies. When flow control was initially introduced little overall flow improvement was obtained as the losses tended to be redistributed instead of removed. It became apparent that there existed a strong coupling between the center-span flow and the corner flows. As a consequence, only when flow control was applied to both the corner flows and center-span flow was a significant flow improvement obtained. When corner suction and center-span vortex generators were employed in tandem separation was much reduced and wall-pressure and stagnation pressure were notably improved. As a result, when applied appropriately, it is thought that vortex generators do have the potential to reduce the dependence on boundary-layer bleed for the purpose of separation suppression. Copyright © 2012 by Neil Titchener and Holger Babinsky. Published by the American Institute of Aeronautics and Astronautics, Inc.

Conceptual design of Americium nuclear battery for space power applications

This work presents simplified 242mAm-fueled nuclear battery concept design featuring direct fission products energy conversion and passive heat rejection. Optimization of the battery operating characteristics and dimensions was performed. The calculations of power conversion efficiency under thermal and nuclear design constraints showed that 5.6 W e/kg power density can be achieved, which corresponds to conversion efficiency of about 4%. A system with about 190 cm outer radius translates into 17.8 MT mass per 100 kW e. Total power scales linearly with the outer surface area of the battery through which the residual heat is rejected. Tradeoffs between the battery lifetime, mass, dimensions, power rating, and conversion efficiency are presented and discussed. The battery can be used in a wide variety of interplanetary missions with power requirements in the kW to MW range. Copyright © 2007 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.

Tailored seeding geometries for the multi-fidelity design of compression systems

Design optimisation of compressor systems is a computationally expensive problem due to the large number of variables, complicated design space and expense of the analysis tools. One approach to reduce the expense of the process and make it achievable in industrial timescales is to employ multi-fidelity techniques, which utilise more rapid tools in conjunction with the highest fidelity analyses. The complexity of the compressor design landscape is such that the starting point for these optimisations can influence the achievable results; these starting points are often existing (optimised) compressor designs, which form a limited set in terms of both quantity and diversity of the design. To facilitate the multi-fidelity optimisation procedure, a compressor synthesis code was developed which allowed the performance attributes (e.g. stage loadings, inlet conditions) to be stipulated, enabling the generation of a variety of compressors covering a range of both design topology and quality to act as seeding geometries for the optimisation procedures. Analysis of the performance of the multi-fidelity optimisation system when restricting its exploration space to topologically different areas of the design space indicated little advantage over allowing the system to search the design space itself. However, comparing results from optimisations started from seed designs with different aerodynamic qualites indicated an improved performance could be achieved by starting an optimisation from a higher quality point, and thus that the choice of starting point did affect the final outcome of the optimisations. Both investigations indicated that the performance gains through the optimisation were largely defined by the early exploration of the design space where the multi-fidelity speedup could be exploited, thus extending this region is likely to have the greatest effect on performance of the optimisation system. © 2013 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.