John McMasters’Contributions to Aircraft Design Education

John McMasters was intensely interested in two seemingly diverse pursuits: aircraft design and technical work force development. The later pursuit often got John involved in encouraging the development and improvement of engineering education, especially aircraft design education. He spent countless hours considering the issues that contribute to good design education, and was a strong proponent of programs that would encourage students to become interested in design. An overview of John’s ideas on aircraft design education will be presented based on discussions with John, as well as papers that we co-authored. In addition, John had a long talk with me just prior to his death where he outlined his ideas on how the future of aircraft design could be influenced to eventually create “greener” and/or more innovative airplanes. It will be interesting to the aerospace community to see John’s notions for this lofty goal

Computational Investigation of Flap-Edges

The current study expands the application of computational fluid dynamics to three-dimensional multi-element high-lift systems by investigating the flow dynamics created by a slat edge. Flow is computed over a three-element high-lift configuration using an incompressible Navier-Stokes solver with structured, overset grids processed assuming full turbulence with the one-equation Baldwin-Barth turbulence model. The geometry consists of an unswept wing, which spans the wind tunnel test section, a single element half-span Fowler flap, and a three-quarter span slat. Results are presented for the wing configured for landing with a chord based Reynolds number of 3.7 million. Results for the three-quarter span slat case are compared to the full-span slat and two-dimensional investigations

Numerical investigation of multi-element airfoils

The flow over multi-element airfoils with flat-plate lift-enhancing tabs was numerically investigated. Tabs ranging in height from 0.25 percent to 1.25 percent of the reference airfoil chord were studied near the trailing edge of the main-element. This two-dimensional numerical simulation employed an incompressible Navier-Stokes solver on a structured, embedded grid topology. New grid refinements were used to improve the accuracy of the solution near the overlapping grid boundaries. The effects of various tabs were studied at a constant Reynolds number on a two-element airfoil with a slotted flap. Both computed and measured results indicated that a tab in the main-element cove improved the maximum lift and lift-to-drag ratio relative to the baseline airfoil without a tab. Computed streamlines revealed that the additional turning caused by the tab may reduce the amount of separated flow on the flap. A three-element airfoil was also studied over a range of Reynolds numbers. For the optimized flap rigging, the computed and measured Reynolds number effects were similar. When the flap was moved from the optimum position, numerical results indicated that a tab may help to reoptimize the airfoil to within 1 percent of the optimum flap case

The Influence of Viscosity and Surface Curvature on the Pressure Distribution of a Stream Thrust Probe

Determining the local stream thrust (a vector quantity) from a measured pitot pressure (a scalar quantity) requires either knowledge of the flow direction, or a probe shape that compensates for flow direction. This compensation would ideally make the measured pressure directly proportional to the component of momentum along the probe axis. The flow angle sensitivity required to resolve this component of momentum was determined theoretically previously. A proposed probe nose shape was analyzed using CFD and found to produce flow angle sensitivity close to the required sensitivity. The proposed nose shape was also tested in a wind tunnel at Mach 1.67, 2.45, and 3.48 at angles of attack from 0 to 15 degrees. The test results indicate that the flow angle sensitivity of the proposed nose shape agrees with the required sensitivity to within 1% up to a flow angle of 15°. The current work extends the original theoretical development for the optimum nose shape to include viscous affects and surface curvature. The new second-order theory agrees well with experimental results for both the stream thrust probe as well as other, independent data. Further work can be done to refine the theory

Estimation of Costs of Phosphorus Removal In Wastewater Treatment Facilities: Adaptation of Existing Facilities

As part of a wider enquiry into the feasibility of offset banking schemes as a means to implement pollutant trading within Georgia watersheds, this is the second of two reports addressing the issue of estimating costs for upgrades in the performance of phosphorus removal in point-source wastewater treatment facilities. Earlier, preliminary results are presented in Jiang et al (2004) (Working Paper # 2004-010 of the Georgia Water Planning and Policy Center). The present study is much more detailed and employs an advanced software package (WEST®, Hemmis nv, Kortrijk, Belgium) for simulating a variety of treatment plant designs operating under typical Georgia conditions. Specifically, upgrades in performance, in a single step, from a plant working at an effluent limit of less than 2.0 mg/l phosphorus to one working with limits variously ranging between less than 1.0 mg/l to less than 0.05 mg/l phosphorus are simulated and the resulting costs of the upgrade estimated.Five capacities of plant are considered, from 1 MGD to 100 MGD. Three strategic, alternative designs for the facility are considered: the basic activated sludge (AS) process with chemical addition, the Anoxic/Oxic (A/O) arrangement of the AS process, and the Anaerobic/Aerobic/Oxic (A/A/O) arrangement of the AS process. Upgrades in performance are consistent with the logical alternatives for adapting these options. Cost comparisons are made primarily on the basis of the incremental cost of the upgrade, i.e., from the base-case, reference plant to that performing at the higher level, as expressed through the incremental Total Annual Economic Cost (TAEC; in $) and the marginal unit cost of phosphorus removal, expressed in ($/kg).For the most stringent upgrade, for example, to a plant generating an effluent with less than 0.05 mg/l phosphorus, these marginal costs -- the cost of the additional phosphorus removed as a result of the upgrade -- amount to something of the order of 150-425 $/kg, with the upper bound being associated with the smallest plant configuration (1 MGD). Working Paper Number 2005-001

Numerical prediction of transition of the F-16 wing at supersonic speeds

A parametric study is being conducted as an effort to numerically predict the extent of natural laminar flow (NLF) on finite swept wings at supersonic speeds. This study is one aspect of a High Speed Research Program (HSRP) to gain an understanding of the technical requirements for high-speed aircraft flight. The parameters that are being addressed in this study are Reynolds number, angle of attack, and leading-edge wing sweep. These parameters were analyzed through the use of an advanced Computational Fluid Dynamics (CFD) flow solver, specifically the ARC 3-D Compressible Navier-Stokes (CNS) flow solver. From the CNS code, pressure coefficients (Cp) are obtained for the various cases. These Cp's are then used to compute the boundary-layer profiles through the use of the 'Kaups and Cebeci' compressible 2-D boundary layer code. Finally, the boundary-layer parameters are processed into a 3-D compressible boundary layer stability code (COSAL) to predict transition. The parametric study then consisted of four geometries which addressed the effects of sweep, and three angles of attack from zero to ten degrees to yield a total of 12 cases. The above process was substantially automated through a procedure that was developed by the work conducted under this study. This automation procedure then yields a 3-D graphical measure of the extent of laminar flow by predicting the transition location of laminar to turbulent flow

Multidisciplinary Design and Analysis for Commercial Aircraft

Multidisciplinary design and analysis (MDA) has become the normal mode of operation within most aerospace companies, but the impact of these changes have largely not been reflected at many universities. On an effort to determine if the emergence of multidisciplinary design concepts should influence engineering curricula, NASA has asked several universities (Virginia Tech, Georgia Tech, Clemson, BYU, and Cal Poly) to investigate the practicality of introducing MDA concepts within their undergraduate curricula. A multidisciplinary team of faculty, students, and industry partners evaluated the aeronautical engineering curriculum at Cal Poly. A variety of ways were found to introduce MDA themes into the curriculum without adding courses or units to the existing program. Both analytic and educational tools for multidisciplinary design of aircraft have been developed and implemented

Determination of Drag From Three-Dimensional Viscous and Inviscid Flowfield Computations

A momentum balance approach is used to extract the drag from flowfield computations for wings and wing/bodies in subsonic/transonic flight. The drag is decomposed into vorticity, entropy, and enthalpy components which can be related to the established engineering concepts of induced drag, wave and profile drag, and engine power and efficiency. This decomposition of the drag is useful in formulating techniques for accurately evaluating drag using computational fluid dynamics calculations or experimental data. A formulation for reducing the size of the region of the crossflow plane required for calculating the drag is developed using cut-off parameters for viscosity and entropy. This improves the accuracy of the calculations and decreases the computation time required to obtain the drag results. The improved method is applied to a variety of wings, including the M6, W4, and Ml65 wings, Lockheed Wing A, a NACA 0016 wing, and an Elliptic wing. The accuracy of the resulting drag calculations is related to various computational aspects, including grid type (structured or unstructured), grid density, flow regime (subsonic or transonic), boundary conditions, and the level of the governing equations (Euler or Navier-Stokes). The results show that drag prediction to within engineering accuracy is possible using computational fluid dynamics, and that numerical drag optimization of complex aircraft configurations is possibl

Numerical Prediction and Wind Tunnel Experiment for a Pitching Unmanned Combat Air Vehicle

The low-speed flowfield for a generic unmanned combat air vehicle (UCAV) is investigated both experimentally and numerically. A wind tunnel experiment was conducted with the Boeing 1301 UCAV at a variety of angles of attack up to 70 degrees, both statically and with various frequencies of pitch oscillation (0.5, 1.0, and 2.0 Hz). In addition, pitching was performed about three longitudinal locations on the configuration (the nose, 35% MAC, and the tail). Solutions to the unsteady, laminar, compressible Navier–Stokes equations were obtained on an unstructured mesh to match results from the static and dynamic experiments. The computational results are compared with experimental results for both static and pitching cases. Details about the flowfield, including vortex formation and interaction, are shown and discussed, including the non-linear aerodynamic characteristics of the vehicle