Richard L. Campbell

Further Investigation of the Support System Effects and Wing Twist on the NASA Common Research Model

An experimental investigation of the NASA Common Research Model was conducted in the NASA Langley National Transonic Facility and NASA Ames 11-foot Transonic Wind Tunnel Facility for use in the Drag Prediction Workshop. As data from the experimental investigations was collected, a large difference in moment values was seen between the experiment and computational data from the 4th Drag Prediction Workshop. This difference led to a computational assessment to investigate model support system interference effects on the Common Research Model. The results from this investigation showed that the addition of the support system to the computational cases did increase the pitching moment so that it more closely matched the experimental results, but there was still a large discrepancy in pitching moment. This large discrepancy led to an investigation into the shape of the as-built model, which in turn led to a change in the computational grids and re-running of all the previous support system cases. The results of these cases are the focus of this paper.

A hybrid algorithm for transonic airfoil and wing design

The present method for the design of transonic airfoils and wings employs a predictor/corrector approach in which an analysis code calculates the flowfield for an initial geometry, then modifies it on the basis of the difference between calculated and target pressures. This allows the design method to be straightforwardly coupled with any existing analysis code, as presently undertaken with several two- and three-dimensional potential flow codes. The results obtained indicate that the method is robust and accurate, even in the cases of airfoils with strongly supercritical flow and shocks. The design codes are noted to require computational resources typical of current pure-inverse methods.

Efficient Viscous Design of Realistic Aircraft Configurations

This paper addresses the use of the Constrained Direct Iterative Surface Curvature (CDISC) design method in the aircraft design process. A discussion of some of the requirements for practical use of CFD in the design process is followed by a description of different CFD design methods, along with their relative strengths and weaknesses. A detailed description of the CDISC design method highlights some of the aspects of the method that provide computational efficiency and portability, as well as the flow and geometry constraint capabilities. In addition, an efficient approach to multipoint design, the Weighted Averaging of Geometries (WAG) method, is described and illustrated using a couple of simple examples. The CDISC and WAG methods are then applied to a complex generic business jet geometry using an unstructured grid flow solver to demonstrate the multipoint and multicomponent design capabilities of these methods. Introduction

Efficient Unstructured Grid Adaptation Methods for Sonic Boom Prediction

This paper examines the use of two grid adaptation methods to improve the accuracy of the near-to-mid field pressure signature prediction of supersonic aircraft computed using the USM3D unstructured grid flow solver. The first method (ADV) is an interactive adaptation process that uses grid movement rather than enrichment to more accurately resolve the expansion and compression waves. The second method (SSGRID) uses an a priori adaptation approach to stretch and shear the original unstructured grid to align the grid with the pressure waves and reduce the cell count required to achieve an accurate signature prediction at a given distance from the vehicle. Both methods initially create negative volume cells that are repaired in a module in the ADV code. While both approaches provide significant improvements in the near field signature (< 3 body lengths) relative to a baseline grid without increasing the number of grid points, only the SSGRID approach allows the details of the signature to be accurately computed at mid-field distances (3-10 body lengths) for direct use with mid-field-to-ground boom propagation codes.

Design and Testing of a Blended Wing Body With Boundary Layer Ingestion Nacelles at High Reynolds Numbers

A knowledge-based aerodynamic design method coupled with an unstructured grid Navier-Stokes flow solver was used to improve the propulsion/airframe integration for a Blended Wing Body with boundary-layer ingestion nacelles. A new zonal design capability was used that significantly reduced the time required to achieve a successful design for each nacelle and the elevon between them. A wind tunnel model was built with interchangeable parts reflecting the baseline and redesigned configurations and tested in the National Transonic Facility (NTF). Most of the testing was done at the cruise design conditions (Mach number = 0.85, Reynolds number = 75 million). In general, the predicted improvements in forces and moments as well as the changes in wing pressures between the baseline and redesign were confirmed by the wind tunnel results. The effectiveness of elevons between the nacelles was also predicted surprisingly well considering the crudeness in the modeling of the control surfaces in the flow code. A novel flow visualization technique involving pressure sensitive paint in the cryogenic nitrogen environment used in high-Reynolds number testing in the NTF was also investigated.

Designing and Testing a Blended Wing Body with Boundary-Layer Ingestion Nacelles

A knowledge-based aerodynamic design method coupled with an unstructured grid Navier-Stokes flow solver was used to improve the propulsion/airframe integration for a Blended Wing Body with boundary-layer ingestion nacelles. A new zonal design capability was used that significantly reduced the time required to achieve a successful design for each nacelle and the elevon between them. A wind tunnel model was built with interchangeable parts reflecting the baseline and redesigned configurations and tested in the National Transonic Facility (NTF). Most of the testing was done at the cruise design conditions (Mach number = 0.85, Reynolds number = 75 million). In general, the predicted improvements in forces and moments as well as the changes in wing pressures between the baseline and redesign were confirmed by the wind tunnel results. The effectiveness of elevons between the nacelles was also predicted surprisingly well considering the crudeness in the modeling of the control surfaces in the flow code.

Implementation of Flow Tripping Capability in the USM3D Unstructured Flow Solver

A flow tripping capability is added to an established NASA tetrahedral unstructured parallel Navier-Stokes flow solver, USM3D. The capability is based on prescribing an appropriate profile of turbulence model variables to energize the boundary layer in a plane normal to a specified trip region on the body surface. We demonstrate this approach using the k-epsilon two-equation turbulence model of USM3D. Modification to the solution procedure primarily consists of developing a data structure to identify all unstructured tetrahedral grid cells located in the plane normal to a specified surface trip region and computing a function based on the mean flow solution to specify the modified profile of the turbulence model variables. We leverage this data structure and also show an adjunct approach that is based on enforcing a laminar flow condition on the otherwise fully turbulent flow solution in user-specified region. The latter approach is applied for the solutions obtained using other one-and two-equation turbulence models of USM3D. A key ingredient of the present capability is the use of a graphical user-interface tool PREDISC to define a trip region on the body surface in an existing grid. Verification of the present modifications is demonstrated on three cases, namely, a flat plate, the RAE2822 airfoil, and the DLR F6 wing-fuselage configuration.

Specialized CFD Grid Generation Methods for Near-Field Sonic Boom Prediction

Ongoing interest in analysis and design of low sonic boom supersonic transports re- quires accurate and ecient Computational Fluid Dynamics (CFD) tools. Specialized grid generation techniques are employed to predict near- eld acoustic signatures of these con- gurations. A fundamental examination of grid properties is performed including grid alignment with ow characteristics and element type. The issues a ecting the robustness of cylindrical surface extrusion are illustrated. This study will compare three methods in the extrusion family of grid generation methods that produce grids aligned with the freestream Mach angle. These methods are applied to con gurations from the First AIAA Sonic Boom Prediction Workshop.

Integration of Engine, Plume, and CFD Analyses in Conceptual Design of Low-Boom Supersonic Aircraft ∗

This paper documents an integration of engine, plume, and computational fluid dynamics (CFD) analyses in the conceptual design of low-boom supersonic aircraft, using a variable fidelity approach. In particular, the Numerical Propulsion Simulation System (NPSS) is used for propulsion system cycle analysis and nacelle outer mold line definition, and a low-fidelity plume model is developed for plume shape prediction based on NPSS engine data and nacelle geometry. This model provides a capability for the conceptual design of low-boom supersonic aircraft that accounts for plume effects. Then a newly developed process for automated CFD analysis is presented for CFD-based plume and boom analyses of the conceptual geometry. Five test cases are used to demonstrate the integrated engine, plume, and CFD analysis process based on a variable fidelity approach, as well as the feasibility of the automated CFD plume and boom analysis capability.

Method for the Constrained Design of Natural Laminar Flow Airfoils

An automated iterative design method has been developed by which an airfoil with a substantial amount of natural laminar e ow can be designed while maintaining other aerodynamic and geometric constraints. Drag reductions have been realized using the design method over a range of Mach numbers, Reynolds numbers, and airfoil thicknesses. The key features of the method are the compressible linear stability analysis code used to calculate N-factors; the ability to calculate a target N-factor distribution that forces the e ow to undergo transition at the desired location; the target pressure/ N-factor relationship that is used to modify target pressures to produce the desired N-factor distribution; and its ability to design airfoils to meet lift, pitching moment, thickness, and leading-edge radius constraints while also being able to meet the natural laminar e ow constraint.