This dissertation describes the design, analysis and testing of an unconventional rotor featuring extremely flexible, retractable blades. These rotor blades are composed of a flexible matrix composite material; they are so flexible that they can be rolled up and stowed in the rotor hub. The motivation for this study is to equip the next generation of unmanned rotary-wing vehicles with morphing rotors that can change their diameter in flight, based on mission requirements. Due to their negligible structural stiffness, the static and dynamic behavior of these blades is dominated by centrifugal effects. Passive stabilization of the flexible blades is achieved by centrifugal stiffening in conjunction with an appropriate spanwise and chordwise mass distribution. In particular, such blades are susceptible to large deformations. For example, a combination of the trapeze effect and the tennis racquet effect induces a large negative twist that results in decreased efficiency. Additionally, the rotor blades are prone to aeroelastic instabilities due to their low rotating torsional frequency, and it is seen that without careful design the blades experience coupled pitch-flap limit cycle oscillations. The primary focus of this research is to develop analytical and experimental tools to predict and measure the deformations of an extremely flexible rotor blade with non-uniform mass distribution. A novel aeroelastic analysis tailored towards unconventional blades with negligible structural stiffness is developed. In contrast to conventional analyses developed for rigid rotor blades, the present analysis assumes very large elastic twist. The nonlinear coupled equations of motion for the flap bending, lead-lag bending and torsion of an elastic rotating blade are derived using Hamilton's principle. The virtual work associated with unsteady aerodynamic forces in hover is included in the analysis. An ordering scheme consistent with the relevant physical quantities is defined and terms up to second order are retained in the Hamiltonian. The equations of motion are solved using a nonlinear finite element analysis. The steady-state deformation of the rotor blade is obtained from the time invariant part of the solution. The rotating flap, lag and torsional frequencies are found by solving the eigenvalue problem associated with the homogeneous system of equations. Finally, stability boundaries are computed for various operating conditions and the influence of parameters such as rotational velocity and collective pitch angle is discussed. The analytical predictions are validated by experimental measurements of the blade deformation in hover. These measurements are obtained by a novel, non-contact optical technique called three-dimensional Digital Image Correlation (3D DIC). The use of this technique is demonstrated for the first time to obtain full-field deformation measurements of a rotating blade. In addition, stability boundaries are extracted from experimental observations and correlated with predictions. / text

The United States Air Force has specified a need for the next generation, High Altitude, Long Endurance aircraft capable of carrying advanced sensor arrays over very large distances and at extreme altitudes. These extensive set of requirements has required a radical shift away from the conventional wing & tube configurations with a new focus placed on extremely light weight and unconventional structural and aerodynamic configurations. One such example is the Boeing Joined wing SensorCraft Concept. The Joined wing concept has potential structural and sensor carrying benefits, but along with these potential benefits come several challenges. One of the primary concerns is the aeroelastic response of the aft wing, with potential adverse behaviours such as flutter and highly nonlinear structural behaviour of the aft wing under gust conditions. While nonlinear computation models have been developed to predict these responses, there exists a lack of experimental ground and flight test data for this unique joined wing configuration with which to benchmark the analytical predictions. The goal of this work is to develop a 5m, scaled version of the Boeing Joined Wing configuration and collect data, through a series of ground and flight based tests, which will allow designers to better understand the unique structural response of the configuration. A computational framework was developed that is capable of linearly scaling the aeroelastic response of the full scale aircraft and optimize a reduced scale aircraft to exhibit equivalent scaled behaviour. A series of reduced complexity models was developed to further investigate the flying characteristics of the configuration, test avionics and instrumentation systems and the develop flight control laws to adequately control the marginally stable aircraft. Lessons learned were then applied the 5m flight test article that was designed and constructed by the author. In the final stage of the project, the decision was made to relax the aeroelastically scaled constraint in order to allow additional softening of the structure to further investigate the nonlinear behaviour of the aircraft. Due to the added risk and complexity of flying this highly flexible aircraft the decision was made to produce the final aeroelastically scaled article at the 1.85m scale. This model was designed, developed and ground tested in the lead up to a follow on project which will see additional flight testing performed in conjunction with Boeing Inc. / Graduate

The research presented considers the effect of varying shear web spacing and mass for two blades; a61.5m 5MW blade (based on the NREL5MW reference turbine) and a 100m 13.2MW blade (based onthe SNL100 blade). The variations are analyzed using HAWC2 aeroelastic simulations and Abaqus/CAE finite element simulations;and the effect of the variations is measured by comparing natural frequencies, loads, tip deflection,equivalent fatigue loads, material strength and buckling. Additionally, a tool was developed to facilitatethe modeling of blade variations. Varying the web spacing showed that the web placement is able to reduce loads, tip deflection, and equivalentfatigue loads. Mass variations demonstrated that reducing the mass will decrease edge-wise loadingand equivalent fatigue loads. The increase in blade size has shown that edge-wise fatigue loads becomelarger than the flap-wise fatigue loads for the larger blade.

This dissertation presents both analytical and numerical approaches to optimizing thrust and thrust efficiency of harmonically deforming thin airfoils and membrane wings. A frequency domain unsteady aerodynamic theory for deformable thin airfoils, with Chebychev polynomials as the basis functions is presented. Stroke-averaged thrust and thrust efficiency expressions are presented in a quadratic matrix form. The motion and deformation of the airfoil is optimized for maximum thrust and efficiency. Pareto fronts are generated showing optimum deformation conditions (magnitude and phase) for various reduced frequencies and constraints. It is shown that prescribing the airfoil to deform in a linear combination of basis functions with optimal magnitude and phase results in a larger thrust as compared to rigid plunging, especially at low reduced frequencies. It is further shown that the problem can be constrained significantly such that thrust is due entirely to pressure with no leading edge suction, and associated leading edge separation. The complete aeroelastic system for a membrane wing is also optimized. The aerodynamic theory for deformable thin airfoils is used as the forcing in a membrane vibration problem. Due to the nature of the two dimensional theory, the membrane vibration problem is reduced to two dimensions via the Galerkin method and nondimensionalized such that the only terms are nondimesional tension, mass ratio and reduced frequency. The maximum thrust for the membrane wing is calculated by optimizing the tension in the membrane so that the the aeroelastic deformation due to wing motion leads to optimal thrust and/or efficiency. A function which describes the optimal variation of spanwise tension along the chord is calculated. It is shown that one can always find a range of membrane tension for which the flexible membrane wings performs better than the rigid wing. These results can be used in preliminary flapping wing MAV design. / Ph. D.

The first two steps in the development of an integrated multidisciplinary design optimization procedure capable of analyzing the nonlinear fluid flow about geometrically complex aeroelastic configurations have been accomplished in the present work. For the first step, a three-dimensional unstructured grid approach to aerodynamic shape sensitivity analysis and design optimization has been developed. The advantage of unstructured grids, when compared with a structured-grid approach, is their inherent ability to discretize irregularly shaped domains with greater efficiency and less effort. Hence, this approach is ideally suited fro geometrically complex configurations of practical interest. In this work the time-dependent, nonlinear Euler equations are solved using an upwind, cell-centered, finite-volume scheme. The discrete, linearized systems which result from this scheme are solved iteratively by a preconditioned conjugate-gradient-like algorithm known as GMRES for the two-dimensional cases and a Gauss-Seidel algorithm for the three-dimensional; at steady-state, similar procedures are used to solve the accompanying linear aerodynamic sensitivity equations in incremental iterative form. As shown, this particular form of the sensitivity equation makes large-scale gradient-based aerodynamic optimization possible by taking advantage of memory efficient methods to construct exact Jacobian matrix-vector products. Various surface parameterization techniques have been employed in the current study to control the shape of the design surface. Once this surface has been deformed, the interior volume of the unstructured grid is adapted by considering the mesh as a system of interconnected tension springs. Grid sensitivities are obtained by differentiating the surface parameterization and the grid adaptation algorithms with ADIFOR, an advanced automatic-differentiation software tool. To demonstrate the ability of this procedure to analyze and design complex configurations of practical interest, the sensitivity analysis and shape optimization has been performed for several two- and three-dimensional cases. In two-dimensions, an initially symmetric NACA-0012 airfoil and a high-lift multi-element airfoil were examined. For the three-dimensional configurations, an initially rectangular wing with uniform NACA-0012 cross-sections was optimized; in additions, a complete Boeing 747-200 aircraft was studied. Furthermore, the current study also examines the effect of inconsistency in the order of spatial accuracy between the nonlinear fluid and linear shape sensitivity equations. The second step was to develop a computationally efficient, high-fidelity, integrated static aeroelastic analysis procedure. To accomplish this, a structural analysis code was coupled with the aforementioned unstructured grid aerodynamic analysis solver. The use of an unstructured grid scheme for the aerodynamic analysis enhances the interactions compatibility with the wing structure. The structural analysis utilizes finite elements to model the wing so that accurate structural deflections may be obtained. In the current work, parameters have been introduced to control the interaction of the computational fluid dynamics and structural analyses; these control parameters permit extremely efficient static aeroelastic computations. To demonstrate and evaluate this procedure, static aeroelastic analysis results for a flexible wing in low subsonic, high subsonic (subcritical), transonic (supercritical), and supersonic flow conditions are presented. / Ph. D.

Based on a refined analytical anisotropic thin-walled beam model, aeroelastic instability, dynamic aeroelastic response, active/passive aeroelastic control of advanced aircraft wings modeled as thin-walled beams are systematically addressed. The refined thin-walled beam model is based on an existing framework of the thin-walled beam model and a couple of non-classical effects that are usually also important are incorporated and the model herein developed is validated against the available experimental, Finite Element Anaylsis (FEA), Dynamic Finite Element (DFE), and other analytical predictions. The concept of indicial functions is used to develop unsteady aerodynamic model, which broadly encompasses the cases of incompressible, compressible subsonic, compressible supersonic and hypersonic flows. State-space conversion of the indicial function based unsteady aerodynamic model is also developed. Based on the piezoelectric material technology, a worst case control strategy based on the minimax theory towards the control of aeroelastic systems is further developed. Shunt damping within the aeroelastic tailoring environment is also investigated. The major part of this dissertation is organized in the form of self-contained chapters, each of which corresponds to a paper that has been or will be submitted to a journal for publication. In order to fullfil the requirement of having a continuous presentation of the topics, each chapter starts with the purely structural models and is gradually integrated with the involved interactive field disciplines. / Ph. D.

In recent years, the demand for wind energy has dramatically increased as well as the number and size of commercial wind turbines. These large turbines are loud and can cause annoyance to nearby communities. Therefore, the prediction of large wind turbine noise over long distances is critical. The wind turbine noise prediction is a very complex problem since it has to account for atmospheric conditions (wind and temperature), ground absorption, un-even terrain, turbine wake, and blade deformation. In these large turbines, the blade deflection is significant and it can potentially influence the noise emissions. However, the effects of blade flexibility on turbine noise predictions have not been addressed yet, i.e. all previous research efforts have assumed rigid blades. To address this shortcoming, the present work merges a wind turbine aeroelastic code, FAST (Fatigue, Aerodynamics, Structures, and Turbulence) to a wind turbine noise code, WTNoise, to compute turbine noise accounting for blade aeroelasticity. Using the newly developed simulation tool, the effects flexible blades on wind turbine noise are investigated, as well as the effects of turbine parameters, e.g. wind conditions, rotor size, tilt, yaw, and pre-cone angles. The acoustic results are shown as long term average overall sound power level distribution over the rotor, ground noise map over a large flat terrain, and noise spectrum at selected locations downwind. To this end, two large wind turbines are modeled. The first one is the NREL 5MW turbine that has a rotor diameter of 126 m. The second wind turbine, the Sandia 13.2MW, has a rotor diameter of 206 m. The results show that the wind condition has strong effects on the noise propagation over long distances, primarily in the upwind direction. In general, the turbine parameters have no significant effects on the average noise level. However, the turbine yaw impacts significantly the turbine noise footprint by affecting the noise propagation paths. The rotor size is also a dominating factor in the turbine noise level. Finally, the blade aeroelasticity has minor effects on the turbine noise. In summary, a comprehensive tool for wind turbine noise prediction including blade aeroelasticity was developed and it was used to address its impact on modern large turbine noise emissions. / Master of Science

The movement and control of the vocal folds within the laryngeal cavity enables three crucial physiological functions: 1) allowing respiration by opening, 2) aiding in airway protection by closing, and 3) regulating sound production during phonation. Although treatment options have improved, many of the estimated 7.5 million individuals in the United States who are annually affected by voice-related disorders still face serious challenges related to dysphonia and dysphagia. The need for improved voice-disorder treatments has motivated the work presented in this dissertation which focuses on modeling and manufacturing the vocal folds and aims to answer three main questions: 1) what are the mechanical properties of the vocal folds and how do they change across the full vocal range? 2) how do those properties influence the dynamic behavior of the tissue? and 3) can we manufacture a synthetic vocal fold model that exhibits a desired and controllable dynamic behavior? First, the elastic properties of sixteen porcine vocal folds were evaluated through uniaxial tensile tests on a custom built experimental setup. Stress-strain data was analyzed using an optimization method to yield continuous model parameters which described the linear and nonlinear elastic regions as well as transition points between those regions. Next, the impact of the vocal fold elastic properties on the frequencies of vibration was evaluated through dynamic tests on excised porcine larynges. Sound data was analyzed via a spectrogram and through the use of fast Fourier transforms to study changes in the frequency of vibration while the vocal folds were stretched. Additionally, a mathematical aeroelastic model of phonation was implemented to further evaluate the changing elastic properties on vocal fold dynamics. Next, eight synthetic vocal fold models were created, each with varying mechanical properties and a geometry based on reported anatomical measurements of porcine vocal folds. The synthetic models were then dynamically tested to further study the impact of changes in mechanical properties on the dynamic behavior of the synthetic vocal folds. / Doctor of Philosophy / The movement and control of the vocal folds within the voice-box enables three crucial physiological functions: 1) allowing respiration by opening, 2) aiding in airway protection and swallowing by closing, and 3) regulating sound production during vocalization. Although treatment options have improved, many of the estimated 7.5 million individuals in the United States who are annually affected by voice-related disorders still face serious challenges related to speech production and swallowing which often results in significant detrimental impacts to quality of life. The need for improved treatments is most easily observed in the evaluation of treatment options following a total laryngectomy, which is a procedure where the entire voice-box is removed often due to cancer. Following a laryngectomy, all three of the vital functions of the vocal folds are immediately impacted as patients adjust to breathing through and protecting a redirected airway and are forced to use alternative methods of speech production which often result in monotone or robotic-sounding speech. The need for improved voice-disorder treatments has motivated the work presented in this dissertation which focuses on modeling and manufacturing the vocal folds and aims to answer three main questions: 1) what are the mechanical properties of the vocal folds? 2) how do those properties influence the dynamic behavior of the tissue during sound production? and 3) can we manufacture synthetic vocal folds that produce a desired and controllable dynamic behavior? Sixteen porcine vocal fold samples were mechanical tested to evaluate the elastic properties of the tissue. Next, porcine voice-box samples were experimentally tested in a way that simulated sound production by subjecting the samples to a heated and humidified air flow, similar to the air flow conditions coming out of the lungs. In this way, the relationship between the tissue properties and the frequencies of sound was investigated. Lastly, the synthetic vocal fold samples were evaluated using a similar experimental protocol to further investigate the impact of changing structural properties on the dynamics of the vocal folds during sound production.

The aviation industry is growing at a steady rate but presently, the industry is highly dependent on fossil fuel. As the world is running out of fossil fuels and the wide-spread acceptance of climate change due to carbon emissions, both the governments and industry are spending a significant amount of resources on research to reduce the weight and hence the fuel consumption of commercial aircraft. A commercial fixed-wing aircraft wing consists of spars which are beams running in span-wise direction, carrying the flight loads and ribs which are panels with holes attached to the spars to preserve the outer airfoil shape of the wing. Kapania et al. at Virginia Tech proposed the concept of reducing the weight of aircraft wing using unconventional design of the internal structure consisting of curvilinear spars and ribs (known as SpaRibs) for enhanced performance. A research code, EBF3GLWingOpt, was developed by the Kapania Group. at Virginia Tech to find the best configuration of SpaRibs in terms of weight saving for given flight conditions. However, this software had a number of limitations and it can only create and analyze limited number of SpaRibs configurations. In this work, the limitations of the EBF3GLWingOpt code has been identified and new algorithms have been developed to make is robust and analyze larger number of SpaRibs configurations. The code also has the capability to create cut-outs in the SpaRibs for passage of fuel pipes and wirings. This new version of the code can be used to find best SpaRibs configuration for multiple objectives such as reduction of weight and increase flutter velocity. The code is developed in Python language and it has parallel computational capabilities. The wing is modeled using commercial FEA software, MSC.PATRAN and analyzed using MSC.NASTRAN which are from within EBF3GLWingOpt. Using this code a significant weight reduction for a transport aircraft wing has been achieved. / PHD

<p>The continuous trend in gas turbine design towards lighter, more powerful and more reliable engines on one side and use of alternative fuels on the other side renders flutter problems as one of the paramount challenges in engine design. Flutter denotes a self-excited and self-sustained aeroelastic instability phenomenon that can lead to material fatigue and eventually damage of structure in a short period of time unless properly damped. The design for flutter safety involves the prediction of unsteady aerodynamics as well as structural dynamics that is mostly based on in-house developed numerical tools. While high confidence has been gained on the structural side unanticipated flutter occurrences during engine design, testing and operation evidence a need for enhanced validation of aerodynamic models despite the degree of sophistication attained. The continuous development of these models can only be based on the deepened understanding of underlying physical mechanisms from test data.</p><p>As a matter of fact most flutter test cases treat the turbomachine flow in two-dimensional manner indicating that the problem is solved as plane representation at a certain radius rather than representing the complex annular geometry of a real engine. Such considerations do consequently not capture effects that are due to variations in the third dimension, i.e. in radial direction. In this light the present thesis has been formulated to study three-dimensional effects during flutter in the annular environment of a low-pressure turbine blade row and to describe the importance on prediction of flutter stability. The work has been conceived as compound experimental and computational work employing a new annular sector cascade test facility. The aeroelastic response phenomenon is studied in the influence coefficient domain having one blade oscillating in various three-dimensional rigid-body modes and measuring the unsteady response on several blades and at various radial positions. On the computational side a state-of-the-art industrial numerical prediction tool has been used that allowed for two-dimensional and three-dimensional linearized unsteady Euler analyses.</p><p>The results suggest that considerable three-dimensional effects are present, which are harming prediction accuracy for flutter stability when employing a two-dimensional plane model. These effects are mainly apparent as radial gradient in unsteady response magnitude from tip to hub indicating that the sections closer to the hub experience higher aeroelastic response than their equivalent plane representatives. Other effects are due to turbomachinery-typical three-dimensional flow features such as hub endwall and tip leakage vortices, which considerably affect aeroelastic prediction accuracy. Both effects are of the same order of magnitude as effects of design parameters such as reduced frequency, flow velocity level and incidence. Although the overall behavior is captured fairly well when using two-dimensional simulations notable improvement has been demonstrated when modeling fully three-dimensional and including tip clearance.</p>