Aerodynamics of delta wings with flaps at hypersonic speeds

Control surface effectiveness is an important parameter for any aeroplane. For a hypersonic aircraft, though the power required to operate the flaps is determined by low speed flying conditions, it is imperative to know the effect of flaps at hypersonic speeds. Hence, studies have been done on this topic by aerodynamicists for over 40 years. In spite of this, only a limited data is available in the literature on this subject. This paper discusses the experimental study of the effect of sweep on the aerodynamic characteristics of thin slab delta wings with flaps at hypersonic speeds. For the purpose of this investigation, a novel special thin six-component balance, which has a thickness of 4mm and can be housed inside wings with 8mm thickness, has been designed. The wings had a sweep of 76degrees, 70degrees and 65degrees, t/c of 0.053 and flaps with 12% of wing area and 12% of wing chord. Testing were done at Mach 8.2, Re number of 2.13 x 10(6) (based on chord), from alpha = -12degrees to 12degrees and flap angle of 20degrees, 30degrees and 40degrees. Separation lengths, measured from Schlieren pictures, clearly show that there is 'no appreciable' effect of sweep on them. Also, using a simple local flow field calculation, the separation has been identified to be transitional in nature. These features of separation reflect in the force data. Because of the small separation length, the flaps (inspite of their small size) were very effective in generating additional C-N, C-M and C-l, which increased with increase in flap angle. In general, the C-N, C-M and X-CP were unaffected by sweep for symmetric flap deflection at positive incidences and asymmetric flap case, For symmetric flap case at negative incidences, only C-N was not influenced by the sweep but C-M decreased and X-CP moved upstream as the sweep is decreased, The wing with lower sweep produces higher CA and lower (L/D)(max) for both symmetric and asymmetric flaps. The rolling moment and adverse yaw increased with decrease in sweep for asymmetric flap deflection. Newtonian theory is shown to be incapable of predicting the effect of sweep on C-l, C-n and on the incremental values of C-N, C-M and C-A. In conclusion, it can be said that a small flap is generally adequate for hypersonic aeroplanes provided they operate at altitudes where transitional and turbulent separation can be expected to occur. This would make the flaps effective and thus enable ample control authority.

A game theoretical multiple resource interaction approach to resource allocation in an air campaign

In this paper we propose a multiple resource interaction model in a game-theoretical framework to solve resource allocation problems in theater level military campaigns. An air raid campaign using SEAD aircraft and bombers against an enemy target defended by air defense units is considered as the basic platform. Conditions for the existence of saddle point in pure strategies is proved and explicit feedback strategies are obtained for a simplified model with linear attrition function limited by resource availability. An illustrative example demonstrates the key features.

Turbulent near-wake studies behind an infinitely swept wing

The three-dimensional asymmetric turbulent near-Rake behind an infinitely swept wing with GAW(2) airfoil has been investigated at low speeds. The near-wake in the present study is asymmetric because the boundary layers on the top and bottom surfaces of the model develop under different streamwise pressure gradients. Distributions of mean velocity, three turbulent normal stresses, and two important Reynolds shear stresses have been measured using hot-wire anemometry. The profiles of mean velocity and Reynolds shear stress exhibit asymmetry near the trailing edge and seem to have become symmetric within a short distance of 6 trailing edge momentum thicknesses. Results of computation using K-epsilon turbulence model with a simple scheme to predict the near-wake behind the swept wing have also been presented and compared with the experimental data. The agreement of the predicted mean How development with the experiment is fair considering the simplicity of the scheme.

A Neuro-Adaptive Approach for Robust Control of High Performance Aircrafts with Parameter Inaccuracies

For high performance aircrafts, the flight control system needs to be quite effective in both assuring accurate tracking of pilot commands, while simultaneously assuring overall stability of the aircraft. In addition, the control system must also be sufficiently robust to cater to possible parameter variations. The primary aim of this paper is to enhance the robustness of the controller for a HPA using neuro-adaptive control design. Here the architecture employs a network of Gaussian Radial basis functions to adaptively compensate for the ignored system dynamics. A stable weight mechanism is determined using Lyapunov theory. The network construction and performance of the resulting controller are illustrated through simulations with a low-fidelity six –DOF model of F16 that is available in open literature.

Laboratory simulations show diabatic heating drives cumulus-cloud evolution and entrainment

Clouds are the largest source of uncertainty in climate science, and remain a weak link in modeling tropical circulation. A major challenge is to establish connections between particulate microphysics and macroscale turbulent dynamics in cumulus clouds. Here we address the issue from the latter standpoint. First we show how to create bench-scale flows that reproduce a variety of cumulus-cloud forms (including two genera and three species), and track complete cloud life cycles-e.g., from a ``cauliflower'' congestus to a dissipating fractus. The flow model used is a transient plume with volumetric diabatic heating scaled dynamically to simulate latent-heat release from phase changes in clouds. Laser-based diagnostics of steady plumes reveal Riehl-Malkus type protected cores. They also show that, unlike the constancy implied by early self-similar plume models, the diabatic heating raises the Taylor entrainment coefficient just above cloud base, depressing it at higher levels. This behavior is consistent with cloud-dilution rates found in recent numerical simulations of steady deep convection, and with aircraft-based observations of homogeneous mixing in clouds. In-cloud diabatic heating thus emerges as the key driver in cloud development, and could well provide a major link between microphysics and cloud- scale dynamics.

Command Tracking in High Performance Aircrafts: A New Dynamic Inversion Design

This paper proposes a new straight forward technique based on dynamic inversion, which is applied for tracking the pilot commands in high performance aircrafts.Pilot commands assumed in longitudinal mode are normal acceleration and total velocity(while roll angle and lateral acceleration are maintained at zero). In lateral mode, roll rate and total velocity are used as pilot commands (while climb rate and lateral acceleration are maintained at zero). Ensuring zero lateral acceleration leads to a better turn co-ordination. A six degree-of-freedom model of F-16 aircraft is used for both control design as well as simulation studies. Promising results are obtained which are found to be superior as compared to an existing approach (which is also based on dynamic inversion). The new approach has two potential benefits, namely reduced oscillatory response and reduced control magnitude. Another advantage of this approach is that it leads to a significant reduction of tuning parameters in the control design process.

Model-following Neuro-adaptive approach for robust control of high performance aircrafts

Based on dynamic inversion, a relatively straightforward approach is presented in this paper for nonlinear flight control design of high performance aircrafts, which does not require the normal and lateral acceleration commands to be first transferred to body rates before computing the required control inputs. This leads to substantial improvement of the tracking response. Promising results are obtained from six degree-offreedom simulation studies of F-16 aircraft, which are found to be superior as compared to an existing approach (which is also based on dynamic inversion). The new approach has two potential benefits, namely reduced oscillatory response (including elimination of non-minimum phase behavior) and reduced control magnitude. Next, a model-following neuron-adaptive design is augmented the nominal design in order to assure robust performance in the presence of parameter inaccuracies in the model. Note that in the approach the model update takes place adaptively online and hence it is philosophically similar to indirect adaptive control. However, unlike a typical indirect adaptive control approach, there is no need to update the individual parameters explicitly. Instead the inaccuracy in the system output dynamics is captured directly and then used in modifying the control. This leads to faster adaptation, which helps in stabilizing the unstable plant quicker. The robustness study from a large number of simulations shows that the adaptive design has good amount of robustness with respect to the expected parameter inaccuracies in the model.

Optimal location of centre of gravity for swashplateless helicopter UAV and MAV

To investigate the use of centre of gravity location on reducing cyclic pitch control for helicopter UAV's (unmanned air vehicles) and MAV's (micro air vehicles). Low cyclic pitch is a necessity to implement the swashplateless rotor concept using trailing edge flaps or active twist using current generation low authority piezoceramic actuators. Design/methodology/approach – An aeroelastic analysis of the helicopter rotor with elastic blades is used to perform parametric and sensitivity studies of the effects of longitudinal and lateral center of gravity (cg) movements on the main rotor cyclic pitch. An optimization approach is then used to find cg locations which reduce the cyclic pitch at a given forward speed. Findings – It is found that the longitudinal cyclic pitch and lateral cyclic pitch can be driven to zero at a given forward speed by shifting the cg forward and to the port side, respectively. There also exist pairs of numbers for the longitudinal and lateral cg locations which drive both the cyclic pitch components to zero at a given forward speed. Based on these results, a compromise optimal cg location is obtained such that the cyclic pitch is bounded within ±5° for a BO105 helicopter rotor. Originality/value – The reduction in the cyclic pitch due to helicopter cg location is found to significantly reduce the maximum magnitudes of the control angles in flight, facilitating the swashplateless rotor concept. In addition, the existence of cg locations which drive the cyclic pitches to zero allows for the use of active cg movement as a way to replace the cyclic pitch control for helicopter MAV's.

Uncertainty Quantification in Helicopter Performance Using Monte Carlo Simulations

The effect of structural and aerodynamic uncertainties on the performance predictions of a helicopter is investigated. An aerodynamic model based on blade element and momentum theory is used to predict the helicopter performance. The aeroelastic parameters, such as blade chord, rotor radius, two-dimensional lift-curve slope, blade profile drag coefficient, rotor angular velocity, blade pitch angle, and blade twist rate per radius of the rotor, are considered as random variables. The propagation of these uncertainties to the performance parameters, such as thrust coefficient and power coefficient, are studied using Monte Carlo Simulations. The simulations are performed with 100,000 samples of structural and aerodynamic uncertain variables with a coefficient of variation ranging from 1 to 5%. The scatter in power predictions in hover, axial climb, and forward flight for the untwisted and linearly twisted blades is studied. It is found that about 20-25% excess power can be required by the helicopter relative to the determination predictions due to uncertainties.

3D finite element modelling of a composite patch repair

Composite-patching on cracked/weak metallic aircraft structures improves structural integrity. A Boron Epoxy patch employed to repair a cracked Aluminum sheet is modeled employing 3D Finite Element Method (FEM). SIFs extracted using ''displacement extrapolation'' are used to measure the repair effectiveness. Two issues viz., patch taper and symmetry have been looked into.

Ultrasonic performance of the PVDF thin film sensors under thermal fatigue

In the present work, the ultrasonic strain sensing performance of the large area PVDF thin film subjected to the thermal fatigue is studied. The PVDF thin film is prepared using hot press and the piezoelectric phase (beta-phase) has been achieved by thermo-mechanical treatment and poling under DC field. The sensors used in aircrafts for structural health monitoring applications are likely to be subjected to a wide range of temperature fluctuations which may create thermal fatigue in both aircraft structures and in the sensors. Thus, the sensitivity of the PVDF sensors for thermal fatigue needs to be studied for its effective implementation in the structural health monitoring applications. In present work, the fabricated films have been subjected to certain number of thermal cycles which serve as thermal fatigue and are further tested for ultrasonic strain sensitivity at various different frequencies. The PVDF sensor is bonded on the beam specimen at one end and the ultrasonic guided waves are launched with a piezoelectric wafer bonded on another end of the beam. Sensitivity of PVDF sensor in terms of voltage is obtained for increasing number of thermal cycles. Sensitivity variation is studied at various different extent of thermal fatigue. The variation of the sensor sensitivity with frequency due to thermal fatigue at different temperatures is also investigated. The present investigation shows an appropriate temperature range for the application of the PVDF sensors in structural health monitoring.

RCS ENHANCEMENT DUE TO BRAGG SCATTERING

With the advances of techniques for RCS reduction, it has become practical to develop aircraft which are invisible to modern day radars. In order to detect such low visible targets it is necessary to explore other phenomenon that contributes to the scattering of incident electromagnetic wave. It is well known from the developments from the clear air scattering using RASS induced acoustic wave could be used to create dielectric constant fluctuation. The scattering from these fluctuations rather than from the aircraft have been observed to enhance the RCS of clear air, under the condition when the incident EM wave is half of the acoustic wave, the condition of Bragg scattering would be met and RCS would be enhanced. For detecting low visibility targets which are at significant distance away from the main radar, inducement of EM fluctuation from acoustic source collocated with the acoustic source is infeasible. However the flow past aircraft produces acoustic disturbances around the aircraft can be exploited to detect low visibility targets. In this paper numerical simulation for RCS enhancement due to acoustic disturbances is presented. In effect, this requires the solution of scattering from 3D inhomogeneous complex shaped bodies. In this volume surface integral equation (VSIE) is used to compute the RCS from fluctuation introduced through the acoustic disturbances. Though the technique developed can be used to study the scattering from radars of any shape and acoustic disturbances of any shape. For illustrative condition, enhancement due to the Bragg scattering are shown to improve the RCS by nearly 30dB, for air synthetic sinusoidal acoustic variation profile for a spherical scattering volume

Perspectives on Titanium Science and Technology

The basic framework and - conceptual understanding of the metallurgy of Ti alloys is strong and this has enabled the use of titanium and its alloys in safety-critical structures such as those in aircraft and aircraft engines. Nevertheless, a focus on cost-effectiveness and the compression of product development time by effectively integrating design with manufacturing in these applications, as well as those emerging in bioengineering, has driven research in recent decades towards a greater predictive capability through the use of computational materials engineering tools. Therefore this paper focuses on the complexity and variety of fundamental phenomena in this material system with a focus on phase transformations and mechanical behaviour in order to delineate the challenges that lie ahead in achieving these goals. (C) 2012 Acta Materialia Inc. Published by Elsevier Ltd. All rights reserved.

Combining product information and process information to build virtual assembly situations for knowledge acquisition

Assembly is an important part of the product development process. To avoid potential issues during assembly in specialized domains such as aircraft assembly, expert knowledge to predict such issues is helpful. Knowledge based systems can act as virtual experts to provide assistance. Knowledge acquisition for such systems however, is a challenge, and this paper describes one part of an ongoing research to acquire knowledge through a dialog between an expert and a knowledge acquisition system. In particular this paper discusses the use of a situation model for assemblies to present experts with a virtual assembly and help them locate the specific context of the knowledge they provide to the system.