Thesis (Ph. D.)--University of Washington, 2001. / Vita. Includes bibliographical references (leaves 100-108).

No description available.

Aeroelastic gust and maneuver loads have driven the sizing of primary aircraft structures since the beginning of aviation. Methodologies for determining the gust loads on aircraft have evolved over the last 100 years. There are three general approaches to gust loads analysis: quasi-static, transient, and continuous methods. Quasi-static analysis offers the greatest computational efficiency. A quasi-static formulation referred to as Pratt's Method is the current practice for FAR Part 23 certification requirements. Assumptions made in the derivation of Pratt's Method are acceptable for many conventional aircraft, but additional fidelity from transient and continuous analysis are required to certify FAR Part 25 aircraft. This work provides an assessment of the usability of Pratt's Method for unconventional high altitude long endurance (HALE) aircraft. Derivation Pratt's Method is reviewed and all assumptions are identified. Error of a key curve fit equation is quantified directly. Application dependent errors are quantified by comparing loads calculated using Pratt's Method to loads calculated from transient analysis. To facilitate this effort, a state of the art nonlinear aeroelastic code has been modified to more accurately capture the transient gust response. Application dependent errors are presented in the context of a SensorCraft inspired joined-wing HALE model, and a Helios inspired flying wing HALE model. Recommendations are made on the usability of Pratt's Method for aircraft similar to the two HALE models. It is concluded that Pratt's Method is useful for preliminary design of the joined-wing HALE model, but inadequate for the analysis of the flying wing model. Additional recommendations are made corresponding to subtleties in the implementation of Pratt's Method for unconventional configurations. / Master of Science

This dissertation investigates the effect of airfoil steady loading on the sound generated by the interaction of an isolated, zero-thickness airfoil with a high-frequency convected disturbance. The analysis is based on a linearization of the inviscid equations of motion about a nonuniform mean flow. The mean flow is assumed to be two-dimensional and subsonic. Throughout most of the dissertation, we assume that the Mach number is 0(1), though in one section we concentrate on the leading-edge region and study the behavior of the sound field as the Mach number tends to zero. The small parameter representing the amount of airfoil camber and incidence angle, and the large parameter representing the ratio of airfoil chord to disturbance wavelength, are utilized in a singular perturbation analysis. The analysis shows that essentially all of the sound is generated at the leading and trailing edges, in regions the size of the disturbance wavelength. The solution in the local-leading-edge region reveals several sound-generating mechanisms which do not exist for an airfoil with no mean loading. These mechanisms are not present at the trailing edge; the trailing edge is important only as a scatterer of the sound produced at the leading edge. The propagation of sound away from the airfoil edges is described by geometric acoustics, with the amplitude varying on the scale of the airfoil chord and the phase varying on the much smaller scale of the disturbance wavelength. In addition, a diffraction-type transition region exists downstream of the airfoil. Calculations of radiated acoustic power show that the sound field depends strongly on Mach number, gust characteristics, and airfoil steady loading. Small changes in these properties can produce large changes in radiated power levels. Most importantly, we find that the amount of power radiated correlates very well with the strength of the mean flow around the leading edge.

published_or_final_version / Civil Engineering / Doctoral / Doctor of Philosophy

In this study a new wind gust estimate (WGE) method proposed by Brasseur (2001) is implemented in a limited area climate model (RCA, Rossby Centre regional Atmospheric model). The WGE method assumes that wind gusts develop when air parcels higher up in the boundary layer deflect down to the surface by turbulent eddies. The method also gives an interval of possible gusts by estimating an upper and lower bound of a bounding interval. Two separate storms (December 3-4, 1999 and January 8-9, 2005) and a three month period (November 1, 2004 - January 31, 2005) are simulated with RCA. The results are compared to direct observations and to gridded analysis (MESAN). The result is highly dependent on how well the meteorological fields are represented in RCA. Since the storm of December 1999 was not well captured by RCA, the wind gusts were consequently not correctly estimated. The storm of January 2005 was well captured by the RCA and the wind gusts relatively well described. Both the storm of January 2005 and the simulation over a three month period give rather good estimated gusts over sea areas, while over land there is an obvious overestimation of the calculated gusts. A correction to the estimated gust is necessary in order to make the parameterisation useful. Such a correction is tested in this study. It shows significant improvement over most land areas and also gives a certain underestimation in other areas. / Sammanfattning av ”Beräkning av byiga vindar i RCA” En ny metod (WGE-metoden) för att bestämma byvindar har i den här studien implementerats i en regional klimatmodell (RCA, Rossby Centre regional Atmospheric model). WGE-metoden utgår från att vindbyar genereras när luftpaket högre upp i gränsskiktet förs ner till marken av stora turbulenta virvlar. Ett intervall av möjliga byvindar erhålls genom att en övre och undre gräns för detta intervall beräknas. Två stormar (3-4 december 1999 och 8-9 januari 2005) och en tremånaders period (1 november 2004 – 31 januari 2005) har simulerats, och resultaten har jämförts med mätdata och MESAN. Resultatet är till stor del beroende av hur väl de meteorologiska fälten representeras av RCA. Stormen i december 1999 simulerades dåligt av RCA, vilket medförde att byvinden inte heller simulerades korrekt. Både stormen januari 2005 och simuleringen över tre månader ger en tämligen korrekt byvind över hav, samtidigt som man över land får kraftiga överskattningar av den beräknade byvinden. För att byvind-parametriseringen ska vara användbar krävs korrigeringar för att komma till rätta med överskattningen över land. En korrigering testades i den här studien med resultatet att ett förbättrat resultat över land samtidigt leder till en viss underskattning av byvinden i andra områden.

Thesis--Ph. D., University of Hong Kong.

Thesis. 1977. Ph.D.--Massachusetts Institute of Technology. Dept. of Aeronautics and Astronautics. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND AERONAUTICS. / Vita. / Includes bibliographical references. / Ph.D.

Previous applications have shown that a wingtip treatment on a commercial airliner will reduce drag and increase fuel efficiency and the most common types of treatment are blended winglets and raked wingtips. With Boeing currently investigating novel designs for its next generation of airliners, a variable geometry raked wingtip novel control effector (VGRWT/NCE) was studied to determine the aerodynamic performance benefits over an untreated wingtip. The Boeing SUGAR design employing a truss-braced wing was selected as the baseline. Vortex lattice method (VLM) and computational fluid dynamics (CFD) software was implemented to analyze the aerodynamic performance of such a configuration applied to a next-generation, transonic, mid-range transport aircraft. Several models were created to simulate various sweep positions for the VGRWT/NCE tip, as well as a baseline model with an untreated wingtip. The majority of investigation was conducted using the VLM software, with CFD used largely as a validation of the VLM analysis. The VGRWT/NCE tip was shown to increase the lift of the wing while also decreasing the drag. As expected, the unswept VGRWT/NCE tip increases the amount of lift available over the untreated wingtip, which will be very beneficial for take-off and landing. Similarly, the swept VGRWT/NCE tip reduced the drag of the wing during cruise compared to the unmodified tip, which will favorably impact the fuel efficiency of the aircraft. Also, the swept VGRWT/NCE tip showed an increase in moment compared to the unmodified wingtip, implying an increase in stability, as well providing an avenue for roll control and gust alleviation for flexible wings. CFD analysis validated VLM as a useful low fidelity tool that yielded quite accurate results. The main results of this study are tabulated "deltas" in the forces and moments on the VGRWT/NCE tip as a function of sweep angle and aileron deflection compared to the baseline wing. A side study of the effects of the joint between the main wing and the movable tip showed that the drag impact can be kept small by careful design. / Master of Science

No description available.