The emerging and competitive environment in the space technology requires the improvements in the capability of aerodynamic vehicles. This leads to the analysis in drag reduction of the vehicle along with the minimized heat transfer rate. Using forward facing solid aerospike is the simplest way among the existing drag reduction methodologies for hypersonic blunt cone bodies. But the flow oscillations associated with this aerospike makes it difficult to implement. When analyzing this flow, it can be understood that this oscillating flow can be compared to conical cavity flow. Therefore in the spiked flows, it is decided to implement the technique used in reducing the flow oscillation of the cavities. Based on this method the shallow conical cavity flow generated by the aerospike fixed ahead of a 120o blunt cone body is fissured as multiple cavities by so many disks formed from 10o cone. Now the deep conical cavities had the length to mean depth ratio of unity; this suppresses the unnecessary oscillations of the shallow cavity. The total length of the telescopic aerospike is fixed as 100mm. And one another conical tip plain aerospike of same length is designed for comparing the telescopic spike’s performance at hypersonic flow Mach numbers of 5.75 and 7.9. A three component force balance system capable of measuring drag, lift and pitching moment is designed and mounted internally into the skirt of the model. Drag measurement is done for without spike, conical tip plain spiked and telescopic spiked blunt cone body. The three configurations are tested at different angles of attack from 0 to 10 degree with a step of 2. A discrete iterative deconvolution methodology is implemented in this research work for obtaining the clean drag history from the noisy drag accelerometer signal. The drag results showed the drag reduction when compared to the without spike blunt cone body. When comparing to the plain spiked, the telescopic spiked blunt cone body has lesser drag at higher angles of attack. Heat transfer measurements are done over the blunt cone surface using the Platinum thin film gauges formed over the Macor substrate. These results and the flow visualization give better understanding of the flow and the heat flux rate caused by the flow. The enhancement in the heat flux rate over the blunt cone surface is due to the shock interaction. And in recirculation region the heat flux rate is very much lesser when compared to without spike blunt cone body. It is observed that the shock interaction in the windward side is coming closer towards the nose of the blunt cone as the angle of attack increases and the oscillation of the oblique shock also decreases. Schlieren visualization showed that there is dispersion in the oblique shock, particularly in the leeward side. In the telescopic spike there are multiple shocks generated from each and every disk which coalesces together to form a single oblique shock. And the effect of the shock generated by the telescopic spike is stronger than the effect of the shock generated by the conical tip plain spike.

External stores mounted on aircraft generate loads which need to be estimated before first takeoff. These loads can be measured in a wind tunnel but since the possible store configurations are basically endless, testing them all is neither economically feasible nor time efficient. Thus, scaling based on geometrical similarity is used. This can, however, be a crude method. Stores with similar geometrical properties can still behave in different ways due to aerodynamic interference caused by adjacent surfaces. To improve the scaling performance, this work focuses on investigating two CFD codes, ADAPDT and Edge. The CFD simulations are used to derive the difference in aerodynamic coefficients, or the Δ-effect, between a reference store and the new untested store. The Δ-effect is then applied to an existing wind tunnel measurement of the reference store, yielding an estimation of the aerodynamic properties for the new store. The results show that ADAPDT, using a coarse geometry representation, has large difficulties predicting the new store properties, even for a very simple store configuration on the aircraft. Therefore it is not suited to use as a scaling tool in its present condition. Edge on the other hand uses a more precise geometry representation and proves to deliver good estimations of the new store load behavior. Results are well balanced and mainly conservative. Some further work is needed to verify the performance but Edge is the recommended tool for scaling.

With the advantage of modern high speed computers, there has been an increased interest in the use of first-principles based computational approaches for the aerodynamic modeling of horizontal axis wind turbine (HAWT). Since these approaches are based on the laws of conservation (mass, momentum, and energy), they can capture much of the physics in great detail. The ability to accurately predict the airloads and power output can greatly aid the designers in tailoring the aerodynamic and aeroelastic features of the configuration. First-principles based analyses are also valuable for developing active means (e.g., circulation control), and passive means (e.g., Gurney flaps) of reducing unsteady blade loads, mitigating stall, and for efficient capture of wind energy leading to more electrical power generation. In this present study, the aerodynamic performance of a wind turbine rotor equipped with circulation enhancement technology (trailing edge blowing or Gurney flaps) is investigated using a three-dimensional unsteady viscous flow analysis. The National Renewable Energy Laboratory (NREL) Phase VI horizontal axis wind turbine is chosen as the baseline configuration. Prior to its use in exploring these concepts, the flow solver is validated with the experimental data for the baseline case under yawed flow conditions. Results presented include radial distribution of normal and tangential forces, shaft torque, root flap moment, surface pressure distributions at selected radial locations, and power output. Results show that good agreement has been for a range of wind speeds and yaw angles, where the flow is attached. At high wind speeds, however, where the flow is fully separated, it was found that the fundamental assumptions behind this present methodology breaks down for the baseline turbulence model (Spalart-Allmaras model), giving less accurate results. With the implementation of advanced turbulence model, Spalart-Allmaras Detached Eddy Simulation (SA-DES), the accuracy of the results at high wind speeds are improved. Results of circulation enhancement concepts show that, at low wind speed (attached flow) conditions, a Coanda jet at the trailing edge of the rotor blade is effective at increasing circulation resulting in an increase of lift and the chordwise thrust force. This leads to an increased amount of net power generation compared to the baseline configuration for moderate blowing coefficients. The effects of jet slot height and pulsed jet are also investigated in this study. A passive Gurney flap was found to increase the bound circulation and produce increased power in a manner similar to the Coanda jet. At high wind speed where the flow is separated, both the Coanda jet and Gurney flap become ineffective. Results of leading edge blowing indicate that a leading edge blowing jet is found to be beneficial in increasing power generation at high wind speeds. The effect of Gurney flap angle is also studied. Gurney flap angle has significant influence in power generation. Higher power output is obtained at higher flap angles.

This work addressed aerodynamic modeling methods for prediction of post-stall flight dynamics of large transport aircraft. This was accomplished by applying historically successful modeling methods used on high-performance military aircraft to a transport configuration. The overall research approach involved integrating forced oscillation and rotary balance wind tunnel data into an aerodynamic model using several methods of blending these data. The complete aerodynamic model was integrated into a six degree-of-freedom simulation. Experimental data from free-spin wind tunnel testing was used to validate the aerodynamic modeling methods by comparing aerodynamic force and moment coefficients and also to validate the simulation performance by comparing spin mode characteristics and time histories. The aerodynamic model prediction of spin dynamics was generally very good using all of the blending methods studied. In addition, key spin mode characteristics were predicted with a high degree of accuracy. Overall, using the Hybrid Kalviste method of blending forced oscillation and rotary balance data produced the closest match to the free-spin data when comparing aerodynamic coefficients and spin mode characteristics. Several issues were encountered with the blending methods that were exacerbated by nonlinearities and asymmetries in the dynamic aerodynamic data. A new method of looking up dynamic aerodynamic data was proposed to address shortcomings in the blending methods and recommendations were provided on addressing issues with the dynamic aerodynamic data.

Morphing air vehicles enable more efficient and capable multi-role aircraft by adapting their shape to reach an ideal configuration in an ever-changing environment. Morphing capability is envisioned to have a profound impact on the future of the aerospace industry, and a reconfigurable wing is a significant element of a morphing aircraft. This thesis develops two tools for analyzing wing configurations with multiple geometric degrees-of-freedom: the structural tool and the aerodynamic and structural interaction tool. Linear Space Frame Finite Element Analysis with Euler-Bernoulli beam theory is used to develop the structural analysis morphing tool for modeling a given wing structure with variable geometric parameters including wing span, aspect ratio, sweep angle, dihedral angle, chord length, thickness, incidence angle, and twist angle. The structural tool is validated with linear Euler-Bernoulli beam models using a commercial finite element software program, and the tool is shown to match within 1% compared to all test cases. The verification of the structural tool uses linear and nonlinear Timoshenko beam models, 3D brick element wing models at various sweep angles, and a complex wing structural model of an existing aircraft. The beam model verification demonstrated the tool matches the Timoshenko models within 3%, but the comparisons to complex wing models show the limitations of modeling a wing structure using beam elements. The aerodynamic and structural interaction tool is developed to integrate a constant strength source doublet panel method aerodynamic tool, developed externally to this work, with the structural tool. The load results provided by the aerodynamic tool are used as inputs to the structural tool, giving a quasi-static aeroelastically deflected wing shape. An iterative version of the interaction tool uses the deflected wing shape results from the structural tool as new inputs for the aerodynamic tool in order to investigate the geometric convergence of an aeroelastically deflected wing shape. The findings presented in this thesis show that geometric convergence of the deflected wing shape is not attained using the chosen iterative method, but other potential methods are proposed for future work. The tools presented in the thesis are capable of modeling a wide range of wing configurations, and they may ultimately be utilized by Machine Learning algorithms to learn the ideal wing configuration for given flight conditions and develop control laws for a flyable morphing air vehicle.

This thesis presents an aerodynamic shape optimization methodology for rotor blades of horizontal axis wind turbines. Genetic Algorithm and Blade Element Momentum Theory are implemented in order to find maximum power production at a specific wind speed, rotor speed and rotor diameter. The potential flow solver, XFOIL, provides viscous aerodynamic data of the airfoils. Optimization variables are selected as the sectional chord length, the sectional twist and the blade profiles at root, mid and tip regions of the blade. The blade sections are defined by the NACA four digit airfoil series or arbitrary airfoil profiles defined by a Bezier curve. Firstly, validation studies are performed with the airfoils and the wind turbines having experimental data. Then, optimization studies are performed on the existing wind turbines. Finally, design optimization applications are carried out for a 1 MWwind turbine.

<p>Throughout the development of this report there will be a brief explanation of what the actual Aircraft Design Process is and in which stages the methodology that the authors are proposing will be implemented as well as the tools that will interact to produce this methodology.</p><p>The proposed tool will be the first part of a methodology that, according to the authors, by integrating separate tools that are currently used in different stages of the aeronautical design, will promote a decrease in the time frame for the initial stages of the design process.</p><p>The first part of the methodology above, that is proposed in this project, starts by creating a computer generated aircraft model and analyzing its basic aerodynamic characteristics “Lift Coefficient” and “Induced Drag Coefficient”, this step will be an alternative to statistical and empirical methods used in the industry, which require vast amount of data.</p><p>This task will be done in several steps, which will transfer the parametric aircraft model to an input file for the aerodynamic analysis program. To transfer the data a “translation” program has been developed that arranges the geometry and prepares the input file for analysis.</p><p>During the course of this report the reader will find references to existing aircrafts, such as the MD-11 or Airbus 310. However, these references are not intended to be an exact computer model of the mentioned airplanes. The authors are using this as reference so the reader can relate what he/she is seeing in this paper to existing aircrafts. By doing such comparison, the author intends to demonstrate that the Parametric Model that has been created possesses the capability to simulate to some extend the shape of existing aircrafts.</p><p>Finally from the results of this project it is concluded that the methodology in question is promising. Linking the two programs is possible and the aerodynamic characteristics of the models tested fall in the appropriate range. None the less the research must continue following the line that has been discussed in this report.</p>

Strides in modern computational fluid dynamics and leaps in high-power computing have led to unprecedented capabilities for handling large aerodynamic problem. In particular, the emergence of adjoint design methods has been a break-through in the field of aerodynamic shape optimization. It enables expensive, high-dimensional optimization problems to be tackled efficiently using gradient-based methods in CFD; a task that was previously inconceivable. However, adjoint design methods are intended for gradient-based optimization; the curse of dimensionality is still very much alive when it comes to design space exploration, where gradient-free methods cannot be avoided. This research describes a novel approach for reducing dimensionality in large, computationally expensive design problems to a point where gradient-free methods become possible. This is done using an innovative application of Principal Component Analysis (PCA), where the latter is applied to the gradient distribution of the objective function; something that had not been done before. This yields a linear transformation that maps a high-dimensional problem onto an equivalent low-dimensional subspace. None of the original variables are discarded; they are simply linearly combined into a new set of variables that are fewer in number. The method is tested on a range of analytical functions, a two-dimensional staggered airfoil test problem and a three-dimensional Over-Wing Nacelle (OWN) integration problem. In all cases, the method performed as expected and was found to be cost effective, requiring only a relatively small number of samples to achieve large dimensionality reduction.

Bien que les méthodes de calcul peuvent donner de bons résultats, ils ne sont généralement pas en accord avec exactement les données d'essais en vol en raison des incertitudes dans les modelé de calcul de structure et aérodynamiques. Une méthode efficace est nécessaire pour la mise à jour des modelé aeroelastiques en utilisant les données d'essais en vol, les données d'essais de vibration au sol ( GVT ) et les données de soufflerie. Tout d'abord tous les développements ont été valides sur une section de l'aile 2D et sur un modèle 3D simple et après l'approche POD a été applique= a une configuration industrielle (modèle de soufflerie aile-fuselage et modèle d' avions complète). / Although computational methods can provide good results, they usually do not agree exactly with the flight test data due to uncertainties in structural and aerodynamic computational models. An effective method is required for updating computational aeroelastic models using the flight test data along with Ground Vibration Test (GVT) data and wind tunnel data. Firstly all developments have been validated on a 2D wing section and on a simple 3D model and after the POD approach has been applied to an industrial configuration (wing-fuselage wind tunnel model and complete aircraft model).

Η παρούσα Διδακτορική Διατριβή ασχολείται με τη σύνθεση καθώς και τον δομικό και φυσικοχημικό χαρακτηρισμό των έξης υαλωδών συστημάτων: (α) του δυαδικού συστήματος xMgO – (1 – x)SiO2, με 0.50 ≤ x ≤ 0.667, (β) του ψευδοδυαδικού συστήματος (1 – x)[CaO:MgO] – xSiO2, με 0.333 ≤ x ≤ 0.27 και (γ) του δυαδικού συστήματος xY2O3 – (1 – x)Al2O3, με 0.24 ≤ x ≤ 0.41 και x σε mol %. Τα συστήματα αυτά παρουσιάζουν σημαντικές δυσκολίες στο να σχηματίσουν υάλους με κλασικές μεθόδους υαλοποίησης και ως εκ' τούτου τα διαθέσιμα δεδομένα αναφορικά με τα δομικά και φυσικοχημικά τους χαρακτηριστικά είναι περιορισμένα. Η σύνθεση των υάλων αυτών κατέστη δυνατή με τη μέθοδο της αεροδυναμικής ανύψωσης και της τήξης των οξειδίων με Laser CO2 (Aerodynamic levitation/CO2 laser melting techniques). Αυτή η σχετικά νέα και μη συμβατική τεχνική υαλοποίησης είναι και η μόνη διαθέσιμη έως σήμερα μέθοδος με την οποία μπορούν να συντεθούν οι περισσότεροι από τους ανωτέρω υάλους. Για το δομικό και φυσικοχημικό χαρακτηρισμό των ανωτέρω συστημάτων, χρησιμοποιήθηκαν οι φασματοσκοπικές τεχνικές Raman και NMR, ενώ ταυτόχρονα πραγματοποιήθηκαν μετρήσεις Διαφορικής Θερμιδομετρίας Σάρωσης, Ηλεκτρονικής Μικροσκοπίας Σάρωσης, Ηλεκτρονικής Μικροσκοπίας Φαινομένου Σήραγγας και πυκνομετρίας, καθώς και Μοριακών Προσομοιώσεων. Τα δύο πρώτα συστήματα (α-β) ανήκουν στην ευρεία οικογένεια των ανόργανων υάλων του Πυριτίου με Οξείδια των Αλκαλικών Γαιών σε συστάσεις εξαιρετικά φτωχές σε οξείδιο του Πυριτίου. Το τελευταίο αυτό χαρακτηριστικό είναι και το πιο ενδιαφέρον από πλευράς δομής και Φυσικοχημικών διεργασιών, καθώς οι ύαλοι αυτοί χαρακτηρίζονται ως «φτωχοί σχηματιστές υάλων» με αποτέλεσμα η δομή τους να χαρακτηρίζεται από ακραίο αποπολυμερισμό. Στα πλαίσια της παρούσας Διατριβής κατέστη δυνατή η σύνθεση των υάλων αυτών σε συστάσεις οι οποίες για πρώτη φορά συντίθενται σε εργαστήριο και τα αποτελέσματα που προέκυψαν από τον δομικό και φυσικοχημικό τους χαρακτηρισμό, παρουσιάζονται επίσης για πρώτη φορά. Οι εξαιρετικά αποπολυμερισμένες δομές των υάλων αυτών - τους οποίους ονομάζουμε «υπο-ορθο-πυριτικούς» εξαιτίας της σύστασης τους η οποία περιέχει ποσοστό Πυριτίας λιγότερο από την Ορθο-Πυριτική σύσταση (33.3 mol % SiO2) - βρέθηκε ότι χαρακτηρίζονται από τετράεδρα πυριτίας με διαφορετικό αριθμό γεφυρωτικών οξυγόνων, με τα ελεύθερα τετράεδρα πυριτίας να κυριαρχούν στις δομές καθώς μειώνεται σταδιακά το ποσοστό του SiO2. Τα συμπεράσματα που προέκυψαν αναφορικά με τα δύο πρώτα συστήματα, δίνουν για πρώτη φορά, μια εικόνα αναφορικά με την δομική και φυσικοχημική συμπεριφορά Πυριτικών υάλων με οξείδια των Αλκαλικών Γαιών, όταν το ποσοστό του κλασικού υαλοσχηματιστή φτάνει στα όρια της δυνατότητας σχηματισμού υάλων. Το τελευταίο σύστημα (γ) το οποίο μελετήθηκε στα πλαίσια της παρούσας Διατριβής, αφορά στην σύνθεση και τον δομικό-Φυσικοχημικό χαρακτηρισμό υάλων Υττρίου-Αλουμίνας σε σχέση με το εξαιρετικά ιδιαίτερο χαρακτηριστικό που παρουσιάζει το σύστημα αυτό, το οποίο αναφέρεται ευρέως ως «πολυαμορφισμός». Στο σύστημα αυτό, μελετήθηκε και παρουσιάζεται για πρώτη φορά το περιβάλλον συναρμογής των ατόμων του Υττρίου, ενώ παρέχονται επιχειρήματα ότι το φαινόμενο του πολυαμορφισμού είναι παρόν σε όλους τους υάλους που σχηματίζονται εντός του δυαδικού συστήματος αυτού. Επίσης συσχετίζονται τα δομικά χαρακτηριστικά των υάλων αυτών με την εμφάνιση του πολυαμορφισμού ενώ για πρώτη επίσης φορά μελετώνται συστηματικά οι διεγέρσεις χαμηλών συχνοτήτων, σε σχέση με την μεταβολή της σύστασης και της θερμοκρασίας. Τα αποτελέσματα της ανάλυσης των διεγέρσεων χαμηλών συχνοτήτων για τα φάσματα Raman των υάλων αυτών, δείχνουν για πρώτη φορά σημαντικές εντάσεις για την κορυφή που παρατηρείται στις χαμηλές συχνότητες, ενώ αυτή παραμένει ανεπηρέαστη της σύστασης και της θερμοκρασίας. Τέλος, θα πρέπει να επισημανθεί ότι τα οξείδια τα οποία συναποτελούν το συγκεκριμένο σύστημα, δεν έχουν την δυνατότητα να σχηματίσουν υάλους αυτόνομα. / We present results from glass synthesis and the structural/physicochemical characterization from a series of glass forming systems and more specifically: (a) xMgO – (1 – x)SiO2 with 0.50 ≤ x ≤ 0.667, (b) the pseudobinary system (1 – x)[CaO:MgO] – xSiO2 with 0.333 ≤ x ≤ 0.27 and (c) the binary system xY2O3 – (1 – x)Al2O3 with 0.24 ≤ x ≤ 0.41, and x being the mol fraction. These systems exhibit significant difficulties regarding their ability to form glasses and hence the available data describing their structural and physicochemical characteristics are limited. Nevertheless, by using non-conventional glass forming techniques such as “Aerodynamic levitation/CO2 laser melting” we were able to synthesize these glasses and it is worth pointing out that this technique is the only available technique so far that glasses that belong to the above mentioned systems can be formed. For the structural and physicochemical characterization of the above mentioned systems, we used two spectroscopic techniques Raman and NMR whilst experiments using DSC, SEM, TEM, Densitometry and Molecular Dynamics simulations were also performed. The first two systems (a-b) belong in the greater family of silicate inorganic glasses mixed with Alkaline Earth oxides, in compositions significantly depleted in Silicon oxide. This last feature is the most interesting one structurally and physic-chemically wise, as these glasses are widely termed as “poor glass formers” having as a consequence their structure to be described by extreme depolymerization. In this work we were able to synthesize these glasses in a compositional range that is achieved for the very first time and the results derived from their structural and physicochemical characterization also presented for the very first time. These extensively depolymerized glass structures-whom we have termed as “Sub-Ortho-Silicates” due to their Silicate compound which is less than the Ortho-Silicate composition (33.3 mol % SiO2)-were found to be characterized by Silicate tetrahedral, having a varying number of bridging oxygens, with the “free” tetrahedral dominating the structures as the SiO2 content gradually diminishes. The conclusions derived from the first two systems, give for the first time an insight in relation with the structural and physicochemical behavior of Alkaline Earth oxide Silicate glasses when the percentage of the “classic” glassformer reaches the limits of glass formation. The last system we investigated (c) has to do with glass synthesis and structural/physicochemical characterization of Yttrium-Aluminate glasses in relation with an extremely interesting characteristic that this system exhibits, which is widely known as “polyamorphism”. In this system we investigated and present results for the very first time that reveal the coordination environment of Yttrium atoms, while we are also providing evidence that the phenomenon of polyamorphism is present in all glasses, formed within this binary system. Additionally we correlate the structural characteristics of these glasses with the appearance of polyamorphism while also for the very first time we have systematically investigated the low frequency vibrations, in relation with the variation of composition and temperature. The results derived from the analysis of the low frequency excitations exhibited in the Raman spectra of these glasses, show for the first time that the peak that makes its appearance in the low frequency region is characterized by significantly great intensity, while it also remains uninfluenced from the variation of composition and temperature. Finally, we must stress out that the oxides that constitute this specific system cannot form glasses independently.