Aeroelastic Response of the ACTE Transition Section

Herrera, Claudia Y.; Spivey, Natalie; Lung, Shun-Fat; Ervin, Gregory; Flick, Peter

doi:10.2514/6.2016-0467

Cited by 6 publications

(7 citation statements)

References 2 publications

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“…As described in Refs. [9], [10], and [11], the ACTE flap replaces both of the G-III's conventional 19-foot-long aluminum Fowler flaps with advanced, shape-changing flaps that form continuous bendable surfaces. A side-by-side comparison of the ACTE and Fowler flap configurations can be seen in Fig.…”

Section: A Aircraft Configurationmentioning

confidence: 99%

Simulations of a Full-Scale Aircraft with Installed Airframe Noise Reduction Technologies

Ferris¹,

Appelbaum²,

Khorrami

2018

2018 AIAA/CEAS Aeroacoustics Conference

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Computational results are presented for a high-fidelity, full-scale, full-span Gulfstream G-III aircraft model equipped with flap and main landing gear (MLG) noise reduction technologies. The simulations, which were conducted in support of a NASA airframe noise flight test campaign of the same technologies, use the lattice Boltzmann solver PowerFLOW ® to capture time-accurate flow data with sound propagation to the far field accomplished using a Ffowcs-Williams and Hawkings (FWH) acoustic analogy approach. The aerodynamic and aeroacoustic behavior of the aircraft were investigated in the approach configuration with combinations of flap and landing gear deployments. The simulated flap concept is an Adaptive Compliant Trailing Edge (ACTE) flap that replaces the Fowler flap system on the G-III aircraft. The simulated MLG noise reduction concept is comprised of porous fairings and a collection of other smaller fairings fitted around the flow-facing components. Using the Fowler flap results as a reference, comparisons are presented on the noise reduction effectiveness of the ACTE flap system. Investigations were made on the effects of using the porous fairings and ACTE flap as noise reduction concepts in tandem. The ACTE flap was found to reduce the total airframe noise level at all flap deflection angles when compared to the Fowler flap equipped model. As anticipated, a reduction in aerodynamic performance was also found when the ACTE flap system was used. The MLG fairings were shown to further reduce the total airframe noise level of the G-III.

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Section: A Aircraft Configurationmentioning

confidence: 99%

Simulations of a Full-Scale Aircraft with Installed Airframe Noise Reduction Technologies

Ferris¹,

Appelbaum²,

Khorrami

2018

2018 AIAA/CEAS Aeroacoustics Conference

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“…See Miller, et al 5 , and Herrera, et al 6 for details presented at the 2015 Society of Flight Test Engineers Symposium. Also, see Miller, et al 7 , Herrera, et al 8 , and Cruz, et al 9 , for additional information on the ACTE technology and flight testing.…”

Section: Itd 21c Adaptive Compliant Trailing Edge (Acte) Flight Experimentsmentioning

confidence: 99%

Assessment of the Performance Potential of Advanced Subsonic Transport Concepts for NASA’s Environmentally Responsible Aviation Project

Nickol

Haller

2016

54th AIAA Aerospace Sciences Meeting

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NASA's Environmentally Responsible Aviation (ERA) project has matured technologies to enable simultaneous reductions in fuel burn, noise, and nitrogen oxide (NOx) emissions for future subsonic commercial transport aircraft. The fuel burn reduction target was a 50% reduction in block fuel burn (relative to a 2005 best-in-class baseline aircraft), utilizing technologies with an estimated Technology Readiness Level (TRL) of 4-6 by 2020. Progress towards this fuel burn reduction target was measured through the conceptual design and analysis of advanced subsonic commercial transport concepts spanning vehicle size classes from regional jet (98 passengers) to very large twin aisle size (400 passengers). Both conventional tube-and-wing (T+W) concepts and unconventional (over-wing-nacelle (OWN), hybrid wing body (HWB), mid-fuselage nacelle (MFN)) concepts were developed. A set of propulsion and airframe technologies were defined and integrated onto these advanced concepts which were then sized to meet the baseline mission requirements. Block fuel burn performance was then estimated, resulting in reductions relative to the 2005 best-in-class baseline performance ranging from 39% to 49%. The advanced single-aisle and large twin aisle T+W concepts had reductions of 43% and 41%, respectively, relative to the 737-800 and 777-200LR aircraft. The single-aisle OWN concept and the large twin aisle class HWB concept had reductions of 45% and 47%, respectively. In addition to their estimated fuel burn reduction performance, these unconventional concepts have the potential to provide significant noise reductions due, in part, to engine shielding provided by the airframe. Finally, all of the advanced concepts also have the potential for significant NOx emissions reductions due to the use of advanced combustor technology. Noise and NOx emissions reduction estimates were also generated for these concepts as part of the ERA project.

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“…Much of the research instrumentation was for structural measurements on the wings (e.g., strain gauges, accelerometers, and fiber optic strain sensing). 3,4 The wings were also equipped with pressure sensors to measure both steady and unsteady pressures. For flight mechanics measurements, an embedded global positioning system (GPS)/inertial navigation system (INS) was installed and served as the primary source of angular rate, linear acceleration, and Euler angle measurements.…”

Section: Vehicle Descriptionmentioning

confidence: 99%

“…Aerospace Engineer, Aerodynamics and Propulsion Branch, P.O. Box 273 Edwards, California/MS2228, AIAA Senior Member 4. Aerospace Engineer, Aerodynamics and Propulsion Branch, P.O.…”

mentioning

confidence: 99%

Aerodynamic Flight Test Results for the Adaptive Compliant Trailing Edge

Cumming

Smith

Ali

et al. 2016

AIAA Atmospheric Flight Mechanics Conference

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The aerodynamic effects of compliant flaps installed onto a modified Gulfstream III airplane were investigated. Analyses were performed prior to flight to predict the aerodynamic effects of the flap installation. Flight tests were conducted to gather both structural and aerodynamic data. The airplane was instrumented to collect vehicle aerodynamic data and wing pressure data. A leading-edge stagnation detection system was also installed. The data from these flights were analyzed and compared with predictions. The predictive tools compared well with flight data for small flap deflections, but differences between predictions and flight estimates were greater at larger deflections. This paper describes the methods used to examine the aerodynamics data from the flight tests and provides a discussion of the flight-test results in the areas of vehicle aerodynamics, wing sectional pressure coefficient profiles, and air data.

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Aeroelastic Response of the ACTE Transition Section

Cited by 6 publications

References 2 publications

Simulations of a Full-Scale Aircraft with Installed Airframe Noise Reduction Technologies

Simulations of a Full-Scale Aircraft with Installed Airframe Noise Reduction Technologies

Assessment of the Performance Potential of Advanced Subsonic Transport Concepts for NASA’s Environmentally Responsible Aviation Project

Aerodynamic Flight Test Results for the Adaptive Compliant Trailing Edge

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