Aeroelastic modeling for the FIT (Functional Integration Technology) team F/A-18 simulation

As part of Langley Research Center's commitment to developing multidisciplinary integration methods to improve aerospace systems, the Functional Integration Technology (FIT) team was established to perform dynamics integration research using an existing aircraft configuration, the F/A-18. An essential part of this effort has been the development of a comprehensive simulation modeling capability that includes structural, control, and propulsion dynamics as well as steady and unsteady aerodynamics. The structural and unsteady aerodynamics contributions come from an aeroelastic mode. Some details of the aeroelastic modeling done for the Functional Integration Technology (FIT) team research are presented. Particular attention is given to work done in the area of correction factors to unsteady aerodynamics data

On the relationship between matched filter theory as applied to gust loads and phased design loads analysis

A theoretical basis and example calculations are given that demonstrate the relationship between the Matched Filter Theory approach to the calculation of time-correlated gust loads and Phased Design Load Analysis in common use in the aerospace industry. The relationship depends upon the duality between Matched Filter Theory and Random Process Theory and upon the fact that Random Process Theory is used in Phased Design Loads Analysis in determining an equiprobable loads design ellipse. Extensive background information describing the relevant points of Phased Design Loads Analysis, calculating time-correlated gust loads with Matched Filter Theory, and the duality between Matched Filter Theory and Random Process Theory is given. It is then shown that the time histories of two time-correlated gust load responses, determined using the Matched Filter Theory approach, can be plotted as parametric functions of time and that the resulting plot, when superposed upon the design ellipse corresponding to the two loads, is tangent to the ellipse. The question is raised of whether or not it is possible for a parametric load plot to extend outside the associated design ellipse. If it is possible, then the use of the equiprobable loads design ellipse will not be a conservative design practice in some circumstances

Integrated control/structure optimization by multilevel decomposition

A method for integrated control/structure optimization by multilevel decomposition is presented. It is shown that several previously reported methods were actually partial decompositions wherein only the control was decomposed into a subsystem design. One of these partially decomposed problems was selected as a benchmark example for comparison. The system is fully decomposed into structural and control subsystem designs and an improved design is produced. Theory, implementation, and results for the method are presented and compared with the benchmark example

Aeroelastic modeling for the FIT team F/A-18 simulation

Some details of the aeroelastic modeling of the F/A-18 aircraft done for the Functional Integration Technology (FIT) team's research in integrated dynamics modeling and how these are combined with the FIT team's integrated dynamics model are described. Also described are mean axis corrections to elastic modes, the addition of nonlinear inertial coupling terms into the equations of motion, and the calculation of internal loads time histories using the integrated dynamics model in a batch simulation program. A video tape made of a loads time history animation was included as a part of the oral presentation. Also discussed is work done in one of the areas of unsteady aerodynamic modeling identified as needing improvement, specifically, in correction factor methodologies for improving the accuracy of stability derivatives calculated with a doublet lattice code

Including Aeroelastic Effects in the Calculation of X-33 Loads and Control Characteristics

Up until now, loads analyses of the X-33 RLV have been done at Marshall Space Flight Center (MSFC) using aerodynamic loads derived from CFD and wind tunnel models of a rigid vehicle. Control forces and moments are determined using a rigid vehicle trajectory analysis and the detailed control load distributions for achieving the desired control forces and moments, again on the rigid vehicle, are determined by Lockheed Martin Skunk Works. However, static aeroelastic effects upon the load distributions are not known. The static aeroelastic effects will generally redistribute external loads thereby affecting both the internal structural loads as well as the forces and moments generated by aerodynamic control surfaces. Therefore, predicted structural sizes as well as maneuvering requirements can be altered by consideration of static aeroelastic effects. The objective of the present work is the development of models and solutions for including static aeroelasticity in the calculation of X-33 loads and in the determination of stability and control derivatives

Aerothermoelastic analysis of a NASP demonstrator model

The proposed National Aerospace Plane (NASP) is designed to travel at speeds up to Mach 25. Because aerodynamic heating during high-speed flight through the atmosphere could destiffen a structure, significant couplings between the elastic and rigid body modes could result in lower flutter speeds and more pronounced aeroelastic response characteristics. These speeds will also generate thermal loads on the structure. The purpose of this research is to develop methodologies applicable to the NASP and to apply them to a representative model to determine its aerothermoelastic characteristics when subjected to these thermal loads. This paper describes an aerothermoelastic analysis of the generic hypersonic vehicle configuration. The steps involved in this analysis were: generating vehicle surface temperatures at the appropriate flight conditions; applying these temperatures to the vehicle's structure to predict changes in the stiffness resulting from material property degradation; predicting the vibration characteristics of the heated structure at the various temperature conditions; performing aerodynamic analyses; and conducting flutter analysis of the heated vehicle. Results of these analyses and conclusions representative of a NASP vehicle are provided in this paper

Book Reviews

Book Reviews: Ha'ena: Through the Eyes of the Ancestors by Carlos Andrade ; Ben: A Memoir, From Street Kid to Governor by Benjamin J. Cayetano ; Asian Settler Colonialism: From Local Governance to the Habits of Everyday Life in Hawai'i edited by Candace Fujikane and Jonathan Y. Okamura ; Encyclopedia of Islands edited by Rosemary G. Gillespie and David A. Clague ; The Healthy Ancestor: Embodied Inequality and the Revitalization of Native Hawaiian Health by Juliet McMullin ; Alexander Cartwright: The Life Behind the Baseball Legend by Monica Nucciarone ; Island World: A History of Hawai'i and the United States by Gary Y. Okihiro ; A Japanese Robinson Crusoe by Jenichiro Oyabe and edited by Greg Robinson and Yujin Yaguchi ; A Tragedy of Democracy: Japanese Confinement in North America by Greg Robinso

Statistical Cerebrovascular Reactivity Signal Properties after Secondary Decompressive Craniectomy in Traumatic Brain Injury: A CENTER-TBI Pilot Analysis.

Decompressive craniectomy (DC) in traumatic brain injury (TBI) has been suggested to influence cerebrovascular reactivity. We aimed to determine if the statistical properties of vascular reactivity metrics and slow-wave relationships were impacted after DC, as such information would allow us to comment on whether vascular reactivity monitoring remains reliable after craniectomy. Using the CENTER-TBI High Resolution Intensive Care Unit (ICU) Sub-Study cohort, we selected those secondary DC patients with high-frequency physiological data for both at least 24 h pre-DC, and more than 48 h post-DC. Data for all physiology measures were separated into the 24 h pre-DC, the first 48 h post-DC, and beyond 48 h post-DC. We produced slow-wave data sheets for intracranial pressure (ICP) and mean arterial pressure (MAP) per patient. We also derived a Pressure Reactivity Index (PRx) as a continuous cerebrovascular reactivity metric updated every minute. The time-series behavior of the PRx was modeled for each time period per patient. Finally, the relationship between ICP and MAP during these three time periods was assessed using time-series vector autoregressive integrative moving average (VARIMA) models, impulse response function (IRF) plots, and Granger causality testing. Ten patients were included in this study. Mean PRx and proportion of time above PRx thresholds were not affected by craniectomy. Similarly, PRx time-series structure was not affected by DC, when assessed in each individual patient. This was confirmed with Granger causality testing, and VARIMA IRF plotting for the MAP/ICP slow-wave relationship. PRx metrics and statistical time-series behavior appear not to be substantially influenced by DC. Similarly, there is little change in the relationship between slow waves of ICP and MAP before and after DC. This may suggest that cerebrovascular reactivity monitoring in the setting of DC may still provide valuable information regarding autoregulation

Genetic Influences on Patient-Oriented Outcomes in Traumatic Brain Injury : A Living Systematic Review of Non-Apolipoprotein E Single-Nucleotide Polymorphisms

There is a growing literature on the impact of genetic variation on outcome in traumatic brain injury (TBI). Whereas a substantial proportion of these publications have focused on the apolipoprotein E (APOE) gene, several have explored the influence of other polymorphisms. We undertook a systematic review of the impact of single-nucleotide polymorphisms (SNPs) in non-apolipoprotein E (non-APOE) genes associated with patient outcomes in adult TBI). We searched EMBASE, MEDLINE, CINAHL, and gray literature from inception to the beginning of August 2017 for studies of genetic variance in relation to patient outcomes in adult TBI. Sixty-eight articles were deemed eligible for inclusion into the systematic review. The SNPs described were in the following categories: neurotransmitter (NT) in 23, cytokine in nine, brain-derived neurotrophic factor (BDNF) in 12, mitochondrial genes in three, and miscellaneous SNPs in 21. All studies were based on small patient cohorts and suffered from potential bias. A range of SNPs associated with genes coding for monoamine NTs, BDNF, cytokines, and mitochondrial proteins have been reported to be associated with variation in global, neuropsychiatric, and behavioral outcomes. An analysis of the tissue, cellular, and subcellular location of the genes that harbored the SNPs studied showed that they could be clustered into blood-brain barrier associated, neuroprotective/regulatory, and neuropsychiatric/degenerative groups. Several small studies report that various NT, cytokine, and BDNF-related SNPs are associated with variations in global outcome at 6-12 months post-TBI. The association of these SNPs with neuropsychiatric and behavioral outcomes is less clear. A definitive assessment of role and effect size of genetic variation in these genes on outcome remains uncertain, but could be clarified by an adequately powered genome-wide association study with appropriate recording of outcomes.Peer reviewe

Seismic risk assessment for developing countries : Pakistan as a case study

Modern Earthquake Risk Assessment (ERA) methods usually require seismo-tectonic information for Probabilistic Seismic Hazard Assessment (PSHA) that may not be readily available in developing countries. To bypass this drawback, this paper presents a practical event-based PSHA method that uses instrumental seismicity, available historical seismicity, as well as limited information on geology and tectonic setting. Historical seismicity is integrated with instrumental seismicity to determine the long-term hazard. The tectonic setting is included by assigning seismic source zones associated with known major faults. Monte Carlo simulations are used to generate earthquake catalogues with randomized key hazard parameters. A case study region in Pakistan is selected to demonstrate the effectiveness of the method. The results indicate that the proposed method produces seismic hazard maps consistent with previous studies, thus being suitable for generating such maps in regions where limited data are available. The PSHA procedure is developed as an integral part of an ERA framework named EQRAM. The framework is also used to determine seismic risk in terms of annual losses for the study region