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As aircraft become more flexible, aeroelastic considerations become increasingly important and complex, particularly for transonic flight where nonlinearities in the flow render linear analysis tools less effective. In order to analyze these aeroelastic interactions between the fluid and the structure efficiently, reduced order models (ROMs) are sometimes generated from and used in place of computational fluid dynamics solutions. In this paper, several aerodynamic ROMs are generated and coupled with structural models to form aeroelastic ROMs. The aerodynamic ROMs generated here include the effects of control surface motion. Hence, the aeroelastic ROMs presented here are appropriate for use in aeroservoelastic applications and are intended to be used for aeroservoelastic control law development. These ROMs are used to simulate a number of test cases with and without control surface involvement. Results show that several of the ROMs generated in the paper are able to predict results similar to solutions of higher-order computational methods.

Structural optimization with a flutter constraint for a vehicle designed to fly in the transonic regime is a particularly difficult task. In this speed range, the flutter boundary is very sensitive to aerodynamic nonlinearities, typically requiring high-fidelity Navier-Stokes simulations. However, the repeated application of unsteady computational fluid dynamics to guide an aeroelastic optimization process is very computationally expensive. This expense has motivated the development of methods that incorporate aspects of the aerodynamic nonlinearity, classical tools of flutter analysis, and more recent methods of optimization. While it is possible to use doublet lattice method aerodynamics, this paper focuses on the use of an unsteady high-fidelity aerodynamic reduced order model combined with successive transformations that allows for an economical way of utilizing high-fidelity aerodynamics in the optimization process. This approach is applied to the common research model wing structural design. As might be expected, the high-fidelity aerodynamics produces a heavier wing than that optimized with doublet lattice aerodynamics. It is found that the optimized lower skin of the wing using high-fidelity aerodynamics differs significantly from that using doublet lattice aerodynamics.

Launch vehicles frequently experience a reduced stability margin through the transonic Mach number range. This reduced stability margin can be caused by the aerodynamic undamping one of the lower-frequency flexible or rigid body modes. Analysis of the behavior of a flexible vehicle is routinely performed with quasi-steady aerodynamic line loads derived from steady rigid aerodynamics. However, a quasi-steady aeroelastic stability analysis can be unconservative at the critical Mach numbers, where experiment or unsteady computational aeroelastic analysis show a reduced or even negative aerodynamic damping.Amethod of enhancing the quasi-steady aeroelastic stability analysis of a launch vehicle with unsteady aerodynamics is developed that uses unsteady computational fluid dynamics to compute the response of selected lower-frequency modes. The response is contained in a time history of the vehicle line loads. A proper orthogonal decomposition of the unsteady aerodynamic line-load response is used to reduce the scale of data volume and system identification is used to derive the aerodynamic stiffness, damping, and mass matrices. The results are compared with the damping and frequency computed from unsteady computational aeroelasticity and from a quasi-steady analysis. The results show that incorporating unsteady aerodynamics in this way brings the enhanced quasi-steady aeroelastic stability analysis into close agreement with the unsteady computational aeroelastic results.

Rapid reduced-order numerical models are being investigated as candidates to simulate the dynamics of a flexible launch vehicle during atmospheric ascent. There has also been the extension of these new approaches to include gust response. These methods are used to perform aeroelastic and gust response analyses at isolated Mach numbers. Such models require a method to time march through a succession of ascent Mach numbers. An approach is presented for interpolating reduced-order models of the unsteady aerodynamics at successive Mach numbers. The transonic Mach number range is considered here since launch vehicles can suffer the highest dynamic loads through this range. Realistic simulations of the flexible vehicle behavior as it traverses this Mach number range are presented. The response of the vehicle due to gusts is computed. Uncertainties in root mean square and maximum bending moment and crew module accelerations are presented due to assumed probability distributions in design parameters, ascent flight conditions, gusts. The primary focus is on the uncertainty introduced by modeling fidelity. It is found that an unsteady reduced order model produces larger excursions in the root mean square loading and accelerations than does a quasi-steady reduced order model.

This paper presents grid refinement and adaptation studies performed in conjunction with computational aeroelastic analyses of the Ares crew launch vehicle (CLV). The unstructured grids used in this analysis were created with GridTool and VGRID while the adaptation was performed using the Computational Fluid Dynamic (CFD) code FUN3D with a feature based adaptation software tool. GridTool was developed by ViGYAN, Inc. while the last three software suites were developed by NASA Langley Research Center. The feature based adaptation software used here operates by aligning control volumes with shock and Mach line structures and by refining/de-refining where necessary. It does not redistribute node points on the surface. This paper assesses the sensitivity of the complex flow field about a launch vehicle to grid refinement. It also assesses the potential of feature based grid adaptation to improve the accuracy of CFD analysis for a complex launch vehicle configuration. The feature based adaptation shows the potential to improve the resolution of shocks and shear layers. Further development of the capability to adapt the boundary layer and surface grids of a tetrahedral grid is required for significant improvements in modeling the flow field.

A method to simulate limit cycle oscillation (LCO) due to control surface freeplay using a modified CFL3D, a time-accurate Navier-Stokes computational fluid dynamics (CFD) analysis code with structural modeling capability, is presented. This approach can be used to analyze aeroelastic response of aircraft with structural behavior characterized by nonlinearity in the force verses displacement curve. A limited validation of the method, using very low Mach number experimental data for a three-degrees-of-freedom (pitch/plunge/flap deflection) airfoil model with flap freeplay, is also presented.

Studies have shown that significant vehicle mass and cost savings are possible with the use of ballutes for aero-capture. Through NASA's In-Space Propulsion program, a preliminary examination of ballute sensitivity to geometry and Reynolds number was conducted, and a single-pass coupling between an aero code and a finite element solver was used to assess the static aeroelastic effects. There remain, however, a variety of open questions regarding the dynamic aeroelastic stability of membrane structures for aero-capture, with the primary challenge being the prediction of the membrane flutter onset. The purpose of this paper is to describe and begin addressing these issues. The paper includes a review of the literature associated with the structural analysis of membranes and membrane utter. Flow/structure analysis coupling and hypersonic flow solver options are also discussed. An approach is proposed for tackling this problem that starts with a relatively simple geometry and develops and evaluates analysis methods and procedures. This preliminary study considers a computationally manageable 2-dimensional problem. The membrane structural models used in the paper include a nonlinear finite-difference model for static and dynamic analysis and a NASTRAN finite element membrane model for nonlinear static and linear normal modes analysis. Both structural models are coupled with a structured compressible flow solver for static aeroelastic analysis. For dynamic aeroelastic analyses, the NASTRAN normal modes are used in the structured compressible flow solver and 3rd order piston theories were used with the finite difference membrane model to simulate utter onset. Results from the various static and dynamic aeroelastic analyses are compared.

The Space Shuttle tile overlay repair concept, developed at the NASA Johnson Space Center, is designed for on-orbit installation over an area of damaged tile to permit safe re-entry. The thin flexible plate is placed over the damaged area and secured to tile at discreet points around its perimeter. A series of flutter analyses were performed to determine if the onset of flutter met the required safety margins. Normal vibration modes of the panel, obtained from a simplified structural analysis of the installed concept, were combined with a series of aerodynamic analyses of increasing levels of fidelity in terms of modeling the flow physics to determine the onset of flutter. Results from these analyses indicate that it is unlikely that the overlay installed at body point 1800 will flutter during re-entry.

A mesh deformation scheme is developed for a structured multi-block Navier-Stokes code consisting of two steps. The first step is a finite element solution of either user defined or automatically generated macro-elements. Macro-elements are hexagonal finite elements created from a subset of points from the full mesh. When assembled, the finite element system spans the complete flow domain. Macro-element moduli vary according to the distance to the nearest surface, resulting in extremely stiff elements near a moving surface and very pliable elements away from boundaries. Solution of the finite element system for the imposed boundary deflections generally produces smoothly varying nodal deflections. The manner in which distance to the nearest surface has been found to critically influence the quality of the element deformation. The second step is a transfinite interpolation which distributes the macro-element nodal deflections to the remaining fluid mesh points. The scheme is demonstrated for several two-dimensional applications.

Sections of the Space Shuttle External Tank Liquid Oxygen (LO2) and Liquid Hydrogen (LH2) cable trays are shielded from potentially damaging airloads with foam Protuberance Aerodynamic Load (PAL) Ramps. Flight standard design LO2 and LH2 cable tray sections were tested with and without PAL Ramp models in the United States Air Force Arnold Engineering Development Center s (AEDC) 16T transonic wind tunnel to obtain experimental data on the aeroelastic stability and response characteristics of the trays and as part of the larger effort to determine whether the PAL ramps can be safely modified or removed. Computational Fluid Dynamic simulations of the full-stack shuttle launch configuration were used to investigate the flow characeristics around and under the cable trays without the protective PAL ramps and to define maximum crossflow Mach numbers and dynamic pressures experienced during launch. These crossflow conditions were used to establish wind tunnel test conditions which also included conservative margins. For all of the conditions and configurations tested, no aeroelastic instabilities or unacceptable dynamic response levels were encountered and no visible structural damage was experienced by any of the tested cable tray sections. Based upon this aeroelastic characterization test, three potentially acceptable alternatives are available for the LO2 cable tray PAL Ramps: Mini-Ramps, Tray Fences, or No Ramps. All configurations were tested to maximum conditions, except the LH2 trays at -15 deg. crossflow angle. This exception is the only caveat preventing the proposal of acceptable alternative configurations for the LH2 trays as well. Structural assessment of all tray loads and tray response measurements from launches following the Shuttle Return To Flight with the existing PAL Ramps will determine the acceptability of these PAL Ramp alternatives.

The aeroelastic and aerothermoelastic behavior of three-dimensional configurations in hypersonic flow regime are studied. The aeroelastic behavior of a low aspect ratio wing, representative of a fin or control surface on a generic hypersonic vehicle, is examined using third order piston theory, Euler and Navier-Stokes aerodynamics. The sensitivity of the aeroelastic behavior generated using Euler and Navier-Stokes aerodynamics to parameters governing temporal accuracy is also examined. Also, a refined aerothermoelastic model, which incorporates the heat transfer between the fluid and structure using CFD generated aerodynamic heating, is used to examine the aerothermoelastic behavior of the low aspect ratio wing in the hypersonic regime. Finally, the hypersonic aeroelastic behavior of a generic hypersonic vehicle with a lifting-body type fuselage and canted fins is studied using piston theory and Euler aerodynamics for the range of 2.5 less than or equal to M less than or equal to 28, at altitudes ranging from 10,000 feet to 80,000 feet. This analysis includes a study on optimal mesh selection for use with Euler aerodynamics. In addition to the aeroelastic and aerothermoelastic results presented, three time domain flutter identification techniques are compared, namely the moving block approach, the least squares curve fitting method, and a system identification technique using an Auto-Regressive model of the aeroelastic system. In general, the three methods agree well. The system identification technique, however, provided quick damping and frequency estimations with minimal response record length, and therefore o ers significant reductions in computational cost. In the present case, the computational cost was reduced by 75%. The aeroelastic and aerothermoelastic results presented illustrate the applicability of the CFL3D code for the hypersonic flight regime.

The use of differential equations such as Eikonal, Hamilton-Jacobi and Poisson for the economical calculation of the nearest wall distance d, which is needed by some turbulence models, is explored. Modifications that could palliate some turbulence-modeling anomalies are also discussed. Economy is of especial value for deforming/adaptive grid problems. For these, ideally, d is repeatedly computed. It is shown that the Eikonal and Hamilton-Jacobi equations can be easy to implement when written in implicit (or iterated) advection and advection-diffusion equation analogous forms, respectively. These, like the Poisson Laplacian term, are commonly occurring in CFD solvers, allowing the re-use of efficient algorithms and code components. The use of the NASA CFL3D CFD program to solve the implicit Eikonal and Hamilton-Jacobi equations is explored. The re-formulated d equations are easy to implement, and are found to have robust convergence. For accurate Eikonal solutions, upwind metric differences are required. The Poisson approach is also found effective, and easiest to implement. Modified distances are not found to affect global outputs such as lift and drag significantly, at least in common situations such as airfoil flows.