Semi-span model testing in the National Transonic Facility

The objectives of the present research are: (1) to develop a computational approach to support semi-span model test techniques in the NTF; and (2) to integrate this approach with the conduct of an experimental test program. To meet these objectives, the following approach is taken. A state-of-the-art three-dimensional Navier-Stokes solver is employed to compute the flow over both a full-span configuration and a semi-span configuration mounted on the sidewall of the tunnel. The computations are validated by making direct comparisons to experimental data for both configurations. Then, the semi-span computational results are compared to the full-span results to document how the flow over the semi-span configuration differs from that over the full-span configuration. The results of this comparative study will be used to provide a conceptual framework within which a semi-spa model test technique may be implemented in the NTF

Semi-span model testing in the National Transonic Facility

A semi-span testing technique has been proposed for the NASA Langley Research Center's National Transonic Facility (NTF). Semi-span testing has several advantages including (1) larger model size, giving increased Reynolds number capability; (2) improved model fidelity, allowing ease of flap and slat positioning which ultimately improves data quality; and (3) reduced construction costs compared with a full-span model. In addition, the increased model size inherently allows for increased model strength, reducing aeroelastic effects at the high dynamic pressure levels necessary to simulate flight Reynolds numbers. The Energy Efficient Transport (EET) full-span model has been modified to become the EET semi-span model. The full-span EET model was tested extensively at both NASA LRC and NASA Ames Research Center. The available full-span data will be useful in validating the semi-span test strategy in the NTF. In spite of the advantages discussed above, the use of a semi-span model does introduce additional challenges which must be addressed in the testing procedure. To minimize the influence of the sidewall boundary layer on the flow over the semi-span model, the model must be off-set from the sidewall. The objective is to remove the semi-span model from the sidewall boundary layer by use of a stand-off geometry. When this is done however, the symmetry along the centerline of the full-span model is lost when the semi-span model is mounted on the wind tunnel sidewall. In addition, the large semi-span model will impose a significant pressure loading on the sidewall boundary layer, which may cause separation. Even under flow conditions where the sidewall boundary layer remains attached, the sidewall boundary layer may adversely effect the flow over the semi-span model. Also, the increased model size and sidewall mounting requires a modified wall correction strategy. With these issues in mind, the semi-span model has been well instrumented with surface pressure taps to obtain data on the expected complex flow field in the near wall region. This status report summarizes the progress to date on developing the semi-span geometry definition suitable for generating structured grids for the computational research. In addition, the progress on evaluating three state-of-the-art Navier-Stokes codes is presented

Computational analysis of semi-span model test techniques

A computational investigation was conducted to support the development of a semi-span model test capability in the NASA LaRC's National Transonic Facility. This capability is required for the testing of high-lift systems at flight Reynolds numbers. A three-dimensional Navier-Stokes solver was used to compute the low-speed flow over both a full-span configuration and a semi-span configuration. The computational results were found to be in good agreement with the experimental data. The computational results indicate that the stand-off height has a strong influence on the flow over a semi-span model. The semi-span model adequately replicates the aerodynamic characteristics of the full-span configuration when a small stand-off height, approximately twice the tunnel empty sidewall boundary layer displacement thickness, is used. Several active sidewall boundary layer control techniques were examined including: upstream blowing, local jet blowing, and sidewall suction. Both upstream tangential blowing, and sidewall suction were found to minimize the separation of the sidewall boundary layer ahead of the semi-span model. The required mass flow rates are found to be practicable for testing in the NTF. For the configuration examined, the active sidewall boundary layer control techniques were found to be necessary only near the maximum lift conditions

Development of Semi-Span Model Test Techniques

A computational investigation was performed to support the development of a semispan model test capability in the NASA Langley Research Center's National Transonic Facility. This capability is desirable for the testing of advanced subsonic transport aircraft at full-scale Reynolds numbers. A state-of-the-art three-dimensional Navier-Stokes solver was used to examine methods to improve the flow over a semi-span configuration. First, a parametric study is conducted to examine the influence of the stand-off height on the flow over the semispan model. It is found that decreasing the stand-off height, below the maximum fuselage radius, improves the aerodynamic characteristics of the semi-span model. Next, active sidewall boundary layer control techniques are examined. Juncture region blowing jets, upstream tangential blowing, and sidewall suction are found to improve the flow over the aft portion of the semispan model. Both upstream blowing and suction are found to reduce the sidewall boundary layer separation. The resulting near surface streamline patterns are improved, and found to be quite similar to the full-span results. Both techniques however adversely affect the pitching moment coefficient

Incidence and predictors of hospital readmission in children presenting with severe anaemia in Uganda and Malawi: a secondary analysis of TRACT trial data

Background: Severe anaemia (haemoglobin < 6 g/dL) is a leading cause of recurrent hospitalisation in African children. We investigated predictors of readmission in children hospitalised with severe anaemia in the TRACT trial (ISRCTN84086586) in order to identify potential future interventions. Methods: Secondary analyses of the trial examined 3894 children from Uganda and Malawi surviving a hospital episode of severe anaemia. Predictors of all-cause readmission within 180 days of discharge were identified using multivariable regression with death as a competing risk. Groups of children with similar characteristics were identified using hierarchical clustering. Results: Of the 3894 survivors 682 (18%) were readmitted; 403 (10%) had ≥2 re-admissions over 180 days. Three main causes of readmission were identified: severe anaemia (n = 456), malaria (n = 252) and haemoglobinuria/dark urine syndrome (n = 165). Overall, factors increasing risk of readmission included HIV-infection (hazard ratio 2.48 (95% CI 1.63–3.78), p < 0.001); ≥2 hospital admissions in the preceding 12 months (1.44(1.19–1.74), p < 0.001); history of transfusion (1.48(1.13–1.93), p = 0.005); and missing ≥1 trial medication dose (proxy for care quality) (1.43 (1.21–1.69), p < 0.001). Children with uncomplicated severe anaemia (Hb 4-6 g/dL and no severity features), who never received a transfusion (per trial protocol) during the initial admission had a substantially lower risk of readmission (0.67(0.47–0.96), p = 0.04). Malaria (among children with no prior history of transfusion) (0.60(0.47–0.76), p < 0.001); younger-age (1.07 (1.03–1.10) per 1 year younger, p < 0.001) and known sickle cell disease (0.62(0.46–0.82), p = 0.001) also decreased risk of readmission. For anaemia re-admissions, gross splenomegaly and enlarged spleen increased risk by 1.73(1.23–2.44) and 1.46(1.18–1.82) respectively compared to no splenomegaly. Clustering identified four groups of children with readmission rates from 14 to 20%. The cluster with the highest readmission rate was characterised by very low haemoglobin (mean 3.6 g/dL). Sickle Cell Disease (SCD) predominated in two clusters associated with chronic repeated admissions or severe, acute presentations in largely undiagnosed SCD. The final cluster had high rates of malaria (78%), severity signs and very low platelet count, consistent with acute severe malaria. Conclusions: Younger age, HIV infection and history of previous hospital admissions predicted increased risk of readmission. However, no obvious clinical factors for intervention were identified. As missing medication doses was highly predictive, attention to care related factors may be important. Trial registration: ISRCTN ISRCTN84086586. Keywords: Severe anaemia, Readmissio

Modelling phase change in a novel turbo expander for application to heat pumps and refrigeration cycles

A novel turbo expander based on the Tesla turbine is proposed to be applied to a heat pump or refrigeration cycle to improve the overall cycle efficiency. Initial numerical modelling of this turbo expander at representative conditions was carried out using the homogeneous relaxation model (HRM) to assess the influence of phase change on performance. The presence of a dense cloud of liquid droplets within the rotor was predicted to produce a significant back pressure on the turbine nozzle postponing the phase change. This was expected to occur in the vicinity at the outlet of the nozzle, but high volume fractions of liquid was predicted to penetrate deeper inside the rotor, especially at higher RPM. The resulting lower velocities of the liquid flow at the inlet of the rotor was predicted to significantly degrades the performance of the turbine. It is thus important for a successful implementation of this concept to remove as much liquid droplets as possible before the flow enters the rotor in order to minimise the back pressure

GPS Auto-Navigation Design for Unmanned Air Vehicles

A GPS auto-navigation system is designed for Unmanned Air Vehicles. The objective is to enable the air vehicle to be used as a test-bed for novel flow control concepts. The navigation system uses pre-programmed GPS waypoints. The actual GPS position, heading, and velocity are collected by the flight computer, a PC104 system running in Real-Time Linux, and compared with the desired waypoint. The navigator then determines the necessity of a heading correction and outputs the correction in the form of a commanded bank angle, for a level coordinated turn, to the controller system. This controller system consists of 5 controller! (pitch rate PID, yaw damper, bank angle PID, velocity hold, and altitude hold) designed for a closed loop non-linear aircraft model with linear aerodynamic coefficients. The ability and accuracy of using GPS data, is validated by a GPS flight. The autopilots are also validated in flight. The autopilot unit flight validations show that the designed autopilots function as designed. The aircraft model, generated on Matlab SIMULINK is also enhanced by the flight data to accurately represent the actual aircraft