Airframe Technologies For Efficiency IWACC May 2012 NASA

National Aeronautics and Space Administration
Airframe Technologies for Aerodynamic and Structural Efficiency

of N+3 Subsonic Transport Aircraft
Dr. Richard A. Wahls, Project Scientist, Subsonic Fixed Wing
Dr. Michael M. Rogers, Technical Lead Efficient Aerodynamics, Subsonic Fixed Wing
Ms. Karen M. Taminger, Technical Lead Lightweight Airframe & Propulsion Structures, Subsonic Fixed Wing
3rd UTIAS International Workshop on Aviation and Climate Change

Toronto, Ontario, Canada
May 2-4, 2012
Fundamental
Aeronautics Program
www.nasa.gov
Subsonic Fixed Wing Project
Outline
Introduction
Goal-Driven Advanced Concept Studies
Enabling Technologies
Concluding Remarks

Fundamental Aeronautics Program
Major Challenges for Aviation

Major Challenges for Aviation - part 2

Contain objectionable noise within airport boundary
Change in noise footprint area for a single event landing and takeoff
Current Rule: Stage 4
Baseline Area
Relative ground contour areas

for notional Stage 4 and near,
mid, and far-term goals
N+1 - NEAR TERM GOAL

Area = 15% Baseline
N+3 - FAR TERM GOAL
Area < 2% Baseline
AVERAGE AIRPORT
BOUNDARY
N+2 - MID-TERM GOAL
Area = 8% Baseline
Independent of aircraft
type/weight
Independent of baseline noise
level
Noise reduction assumed to

be evenly distributed between
the three certification points
Simplified model: Effects of
source directivity, wind, etc.
not included
N: Stage 4 10 dB CUM
Area = 55% of Baseline
NASA Aeronautics Programs

Subsonic Fixed Wing and other NASA Green Aviation emphasis
Fundamental
Aeronautics Program
Conduct fundamental research that
will produce innovative concepts,
tools, and technologies to enable
revolutionary changes for vehicles
that fly in all speed regimes.
Integrated
Systems
Research Program
Airspace Systems Program
Conduct research at an integrated

system-level on promising concepts and
technologies and explore/assess/demonstrate
the benefits in a relevant environment
Directly address the fundamental ATM

research needs for NextGen by
developing revolutionary concepts,
capabilities, and technologies that
will enable significant increases
in the capacity, efficiency and
flexibility of the NAS.
Aviation Safety Program

Conduct cutting-edge research that will produce
innovative concepts, tools, and technologies to improve
the intrinsic safety attributes of current and future aircraft.
Aeronautics Test Program

Preserve and promote the testing capabilities of
one of the United States! largest, most versatile
and comprehensive set of flight and ground-based
research facilities.
SFW Strategic Framework/Linkage
Strategic Thrusts
1. Energy
Efficiency
2. Environmental
Compatibility
Strategic Goals
1.1 Reduce the energy intensity
of air transportation
Fuel Burn
2.1 Reduce the impact of aircraft

on air quality around airports
LTO NOX Emissions
Energy Efficiency
Other LTO Emissions
2.2 Contain objectionable aircraft Aircraft Certification

noise within airport boundaries Noise
2.3 Reduce the impact of aircraft Cruise NOX Emissions
operations on global climate

System Level Metrics
Life-cycle CO2e per

Unit of Energy Used
The NASA Subsonic Fixed Wing Project

Explore and Develop Tools, Technologies, and Concepts for
Improved Energy Efficiency and Environmental Compatibility for
Sustained Growth of Commercial Aviation
Objectives
! Prediction and analysis tools for reduced uncertainty
! Concepts and technologies for dramatic improvements in noise, emissions
and performance
Relevance
! Address daunting energy and environmental challenges for aviation
! Enable growth in mobility/aviation/transportation
! Subsonic air transportation vital to our economy and quality of life
Evolution of Subsonic Transports
Transports
DC-3
1903
1930s
B-707
1950s
B-787
2000s
7
NASA Subsonic Transport System Level Metrics

. technology for dramatically improving noise, emissions, & performance
Research addressing revolutionary N+3 Goals with opportunities for near term impact
Outline
Introduction
Concluding Remarks

Goal-Driven Advanced Vehicle Concept Studies (N+3)

purpose/approach
Leverage external and in-house expertise

Stimulate thinking to determine potential aircraft solutions to
address significant performance, environmental, and operations
issues of the future
Identify advanced airframe and propulsion concepts and
corresponding enabling technologies for commercial aircraft
anticipated for 2030-35 EIS (market conditions permitting)
Identify key driving technologies (traded at the system level)
Prime the pipeline for future, revolutionary aircraft technology
developments
Use to inform and define SFW research portfolio and
investments
10
Goal-Driven Advanced Vehicle Concept Studies (N+3)

summary
Advanced concept studies for commercial
subsonic transport aircraft for 2030-35 EIS
Boeing, GE,
GA Tech
Trends:
Tailored/Multifunctional Structures
High AR/Active Structural Control
NG, RR, Tufts,

Sensis, Spirit
Highly Integrated Propulsion Systems

Ultra-high BPR (20+ w/ small cores)
GE, Cessna,
GA Tech
Alternative fuels and emerging hybrid

electric concepts
Noise reduction by component,
configuration, and operations
MIT, Aurora,
P&W, Aerodyne
NASA,
VA Tech, GT
NASA
Copyright, The McGraw-Hill Companies.
Used with permission.

Advances required on multiple fronts
11
Diversified Portfolio Addressing N+3 Goals

broadly applicable subsystems technical challenges
N+3
Vehicle
Concepts
Technical
Challenges
Reduce Drag, Weight, TSEC, Emissions and Noise

SX/PX
Rim
1500F
PM
Bore
1300F
Tailored
Fuselage
Propulsion
Airframe
Integration

High AR
Elastic
Wing
Quiet,
Simplified
High-Lift
Tools
High Eff.
Small Gas
Generator
Alternative
Fuels
Hybrid
Electric
Propulsion
Research
Areas
12
Outline
Introduction
Overview
Examples
Concluding Remarks

13
Tailored Fuselage
opportunity to reduce large structural weight, large wetted area
Objective
Drag
Weight TSEC
Clean
large structure
large area
Noise
Explore and develop technologies to enable direct

structural weight and skin friction reduction
conventional and unconventional
Approach/Challenges
Tailored Load Path Concepts & Design
Designer Materials
Turbulent Skin Friction Drag Reduction
metallic & composites

tailored load path design/build
tailored materials
Benefit/Pay-off
25% fuselage structural weight reduction
10% fuselage turbulent boundary-layer drag reduction

14
High Aspect Ratio Elastic Wing

changing the drag/weight trade space
Objective
Drag
Weight TSEC
Clean
Noise
Explore and develop technologies to enable lightweight

high aspect ratio wings
braced
Approach/Challenges
Tailored Load Path Concepts & Design
cantilever
Designer Materials
Active Structural Control
Aerodynamic Shaping
active controls
load alleviation
tailored
multifunctional
Elastic Aircraft Flight Control
Benefit/Pay-off
passive/active
advanced aerodynamics
25% wing structural weight reduction

AR increase of 30-40% for cantilever wings, 2X+ for braced
15
Propulsion Airframe Integration

increasingly synergistic integration
Objective
Drag
Weight TSEC
Clean
Noise
Explore and develop technologies to enable highly

coupled, synergistic aero-propulsive-control
Approach/Challenges
Aerodynamic Configuration
boundary-layer ingesting concepts

thrust vectoring
Adaptive, Lightweight Fan Blade

Distortion-Tolerant Fan
distortion tolerance
Acoustic Liners
Propulsion Airframe Aeroacoustics
jet/surface interaction acoustics
Benefit/Pay-off
Improved multidisciplinary performance and noise
characteristics; benefits tradable for specific missions
adaptive fan blades
16
Weight Reduction and Manufacturing

tailored metallic structures via electron beam free form fabrication (EBF3)
structural design optimization

with curvilinear stiffeners
fabrication & testing of structural designs
lightweight aeroelastically tailored wing structure with

integral control surfaces
!"

17
Weight Reduction via

Advanced Multifunctional and Tailored Materials
Variable Stiffness
Hybrid CNT CFRP/ All CNT
Designer Metallics
Functionally Graded Metal Alloys
2
mm
Hardness, VHN100gf_
160
Al 1100
140
Al 2219
120
100
80
60
40
Al 2219
deposit
20
0
10
15
20
Distance from top of deposit, mm
>?@.@$5,'.$#-.A$)#'..&.!"#$%$&'()*%+#$,$-.*/
#$#%&'()*+(*),-.,/,0,#('.12(32#.$+(24,
5%/60,)2+.0$(,)2$/'.7%).$+(24,.12#8.'92#
:/%$-.;,$)2#8.<.,/,+()2+.+%#-*+(242(6=
($2/%),-.0,($/.$//%6'
4$)6.0$(,)2$/.5)%5,)(2,'.+%#(2#*%*'/6
(3)%*83%*(.$.'()*+(*),
POCs: E. Siochi, K. Taminger (NASA LaRC)
18
Metallic Fuselage Design and Fabrication

Engineered materials coupled with
tailored structural design enable reduced
weight and improved performance
Multi-objective optimization:
"
"
"
"
"
Structural load path

Acoustic transmission
Durability and damage tolerance
Minimum weight
Materials functionally graded to satisfy
local design constraints
Design optimization tools

developed at VA Tech through NRA
contract
Additive manufacturing using new alloys

enables unitized structure with
functionally graded, curved stiffeners
Weight reduction by combined tailoring

structural design and designer materials

High toughness alloy at stiffener base

for damage tolerance, transitioning to
metal matrix composite for increased
stiffness and acoustic damping
POCs: R. Kapania (VA Tech), R. Olliffe (Lockheed Martin), K. Taminger (NASA LaRC)
19
Validated Design Tool for Improved Structural Efficiency

EBF3PanelOPT
OBJECTIVE
Structural design and optimization for aircraft structures using novel
materials, manufacturing methods and structural configurations to
carry comparable loads at significantly lower weight.
APPROACH
Validate EBF3PanelOpt (developed under NRA with Virginia Tech)
design and optimization tool by designing, fabricating, and testing
panel with six individually optimized T-stiffeners for a high
compression load case with optimization constraints on buckling,
stress, and crippling.
RESULTS
EBF3PanelOpt was validated by experiment for several load
T-stiffened panel designed and optimized using
conditions and multi-objective optimization.
EBF3PanelOpt, in compression test system
The final validation test showed that the aluminum panel with
individually optimized stiffeners and skin thickness is 20% lighter
than baseline with uniform stiffeners optimized with conventional
design methods.
Design Candidates Using Several Variations of Geometry Input Parameters
Vertical Stabilizer Skin
Panel
8.98 lb
9.25 lb
9.89 lb
8.30 lb
POCs: R. Kapania (VA Tech), R. Olliffe (Lockheed Martin), K. Taminger (NASA LaRC)
20
Composite Structural Design and Analysis

Tool Development
Fiber winding and automatic tape
placement are industry standards
Fabrication at
NCAM/MAF
Fiber tow steering places individual

fiber tows, enabling tighter radii
curves and control of fiber
distribution
Fiber tow steering equipment
exists, but design and analysis
tools to effectively tailor localized
laminate properties are lacking
Develop analysis and design tools
to optimize structures through
tailored placement of fibers within
composite
Fibers from axial along keel and
crown to 45 along sides for shear;
steer fibers around cutouts for
continuity
POCs: C. Wu (NASA LaRC)
Fiber tow placement plan within a single ply

(cylinder split along keel for purposes of image);
validate through test of cylinders 28 dia. x 40
21
Composite Protective Skin

Smoothing, Thermal, Absorbing,
Reflective, Conductive, Cosmetic
(STARC2 )
STAR-C2 Concept N+3 Phase 2

Cessna, NASA collaboration
exploration and development; panel tests
Composite primary structure with

external protective skin
Multifunctional skin provides protection
external to primary structure:
B
B
B
B
B
B
B
B
Cosmetic finish
Acoustic treatment
Thermal insulation
Lightning strike protection
Smoothness to facilitate laminar flow
Impact detection/indication
Ice protection
Easily produced and repaired
Weight reduced by driving towards

lighter gage primary structure and
combining other functions in
multifunctional skin
Conductive skin
(Lightning, EMI,
Paint,
Smoothness for
laminar flow)
Stringer
Skin
Energy
Absorbing Foam
(Impact, Sound,
Thermal, etc.)
Frame
POCs: V. Johnson (Cessna), E. Siochi (NASA LaRC)
22
Elastically Shaped Aircraft Concept (ESAC)

Opportunity
VCCTE Flap Device
Leverage increasing flexibility of

wing structures for weight and drag
reduction
Approach
MDAO solutions (aerodynamics,

structures, aeroelasticity, control)
Active aeroelastic structural control
for weight reduction
Load alleviation
Modal suppression
Mission-adaptive shaping for cruise
drag optimization
Variable Camber Continuous TE
Define flight/structural control
system
Investigate actuation strategies,
weight/power requirements

Wing Camber, Curvature, and Twist Optimized for Drag
POCs: N.Nguyen (NASA ARC), J. Urnes (Boeing)
23
Circulation Control Research High Rn

Technical Objectives
Cruise Drag Reduction
Low-Speed CLmax
Rn Scale Effects, Blowing Effects
Test Technique
National Transonic Facility
Sidewall Model Support System
Flow Control System
FAST-MAC Model
Mach 0.85 design, open geometry
Supercritical airfoil
Modular future flow control and
PAI research
Fundamental Aerodynamics Subsonic/Transonic-Modular Active Control

POCs: W.Milholen, G.Jones, (NASA LaRC); see AIAA 2012-0103 24
Design Point Wing Pressures

(M!=0.85, " = 3.00,Rn=10x106)
DESIGN MACH NUMBER AND CL ~ 0.5

GOOD PERFORMANCE
NPR
1.00
0.000
CFD

Effect of Low Blowing on Wing Pressures

(M!=0.85, " = 3.00,Rn=10x106)
LOW BLOWING MOVES SHOCK FORWARD

LOSS OF LIFT
NPR
1.00
1.06
0.000
0.001
SHOCK

Effect of Moderate Blowing on Wing Pressures

(M!=0.85, " = 3.00,Rn=10x106)
MODERATE BLOWING MOVES SHOCK LOCATION AFT

RESTORES LIFT TO BASELINE
NPR
1.00
1.41
0.000
0.003
CP
CP
Effect of Elevated Blowing on Wing Pressures

(M!=0.85, " = 3.00,Rn=10x106)
ELEVATED BLOWING MOVES SHOCK AFT

FURTHER INCREASING LIFT ABOVE BASELINE
NPR
1.00
2.25
0.000
0.007
SHOCK
CP
CP
Effect of Blowing on Off-Design Wing Pressures

(M!=0.85, " = 3.92,Rn=30x106)
NPR
1.00
1.53
2.48
0.000
0.004
0.008
OFF-DESIGN CL ~ 0.7
SIGNIFICANT SHOCK WAVE MOVEMENT
LITTLE CHANGE IN SHOCK STRENGTH
10%
5%
CP
SEPARATED
CP
ATTACHED
x/C

x/C
Effect of Blowing on Low-Speed Performance

60 Flap (M!=0.20,Rn=15x106)
NPR
1.00
1.19
1.52
0.000
0.050
0.106
#CL ~ 30%
UNCORRECTED

AMELIA CESTOL Research

Low-Speed Performance and Acoustics w/ Flow Control
Technical Objectives
AMELIA Model at Air Forces NFAC

40x80 Wind Tunnel
Low-Speed Performance
Low-Speed Acoustics
Configuration, Flow Control, Propulsion
Test Technique
National Full-Scale Aerodynamic

Complex (40!x80!)
Turbine Powered Simulators
Force/moment/pressures/skin
friction/acoustics, smoke/oil flow
visualization
AMELIA Model
CESTOL , open geometry
Advanced Model for Extreme Lift and Improved Acoustics

POCs: D. Marshall, T. Jameson (Cal Poly); R. Fong, N. Burnside, C. Horne (NASA ARC) 31
AMELIA sample flow visualization

POCs: D. Marshall, T. Jameson (Cal Poly); C. Hange, C. Horne (NASA ARC)
32
AMELIA sample performance

preliminary data
Leading-edge blowing is important to overall system benefit

33
AMELIA sample acoustics data

preliminary data
dB
Freq (Hz)
Array beamform map of active lift regions

34
Aero-Structures
changing the multidisciplinary trade space
Multi-Objective Leading Edge
balancing aero, structures, acoustics
slat cove
unsteady aero
bench-top demo
hardware
slat
Truss-Braced Wing
balancing drag, weight, speed
low drag strut

wing/strut/truss optimization
wing weight uncertainty
main
element
cove filler
assembly
Truss-Braced Wing N+3 Phase 2

Boeing Team, NASA collaboration
concept refinement;high-fidelity FEM
experimental validation to reduce structural
weight uncertainty;
high CL, supercritical airfoil design
AHLLE (Adv High Lift LE) N+3 Phase 2
Northrop Grumman, NASA collaboration
Slat-less high-lift, quiet, compatible with cruise
laminar flow, low-speed ground test

35
N+3 Integrated Vehicle Concepts

technology collectors revolutionary performance low TRL
Significant technology development required by 2030,

but in the realm of the possible
36
Concluding Remarks
Exciting times
Many opportunities many challenges
Technologies
Many broadly applicable technologies
Some uniquely enabling technologies
Vehicles, Operations, Energy no silver bullet

for more information:
SFW presentations from AIAA Nashville Jan !12

http://www.aiaa.org/KeySpeeches2012/
N+3 NRA Phase 1 studies see:
http://www.nasa.gov/topics/aeronautics/features/future_airplanes_prt.htm
Green Aviation Summit (Sept 8-9, 2010)
http://www.aeronautics.nasa.gov/calendar/20100908.htm

37

A%*).@2(/,.C,),
38

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National Aeronautics and Space Administration

Airframe Technologies for Aerodynamic and Structural Efficiency

3rd UTIAS International Workshop on Aviation and Climate Change

Goal-Driven Advanced Concept Studies

Subsonic Fixed Wing Project

Major Challenges for Aviation

Subsonic Fixed Wing Project

Major Challenges for Aviation - part 2

Relative ground contour areas

N+1 - NEAR TERM GOAL

Noise reduction assumed to

NASA Aeronautics Programs

Airspace Systems Program

Conduct research at an integrated

Directly address the fundamental ATM

Aviation Safety Program

Aeronautics Test Program

SFW Strategic Framework/Linkage

2.1 Reduce the impact of aircraft

LTO NOX Emissions

Other LTO Emissions

2.2 Contain objectionable aircraft Aircraft Certification

Subsonic Fixed Wing Project

System Level Metrics

Life-cycle CO2e per

The NASA Subsonic Fixed Wing Project

NASA Subsonic Transport System Level Metrics

Goal-Driven Advanced Concept Studies

Subsonic Fixed Wing Project

Goal-Driven Advanced Vehicle Concept Studies (N+3)

Leverage external and in-house expertise

Goal-Driven Advanced Vehicle Concept Studies (N+3)

NG, RR, Tufts,

Highly Integrated Propulsion Systems

Alternative fuels and emerging hybrid

Subsonic Fixed Wing Project

Advances required on multiple fronts

Diversified Portfolio Addressing N+3 Goals

Reduce Drag, Weight, TSEC, Emissions and Noise

Subsonic Fixed Wing Project

Goal-Driven Advanced Concept Studies

Subsonic Fixed Wing Project

Explore and develop technologies to enable direct

conventional and unconventional

metallic & composites

Subsonic Fixed Wing Project

High Aspect Ratio Elastic Wing

Explore and develop technologies to enable lightweight

Elastic Aircraft Flight Control

25% wing structural weight reduction

Propulsion Airframe Integration

Explore and develop technologies to enable highly

boundary-layer ingesting concepts

Adaptive, Lightweight Fan Blade

adaptive fan blades

Weight Reduction and Manufacturing

structural design optimization

fabrication & testing of structural designs

lightweight aeroelastically tailored wing structure with

Subsonic Fixed Wing Project

Weight Reduction via

Distance from top of deposit, mm

POCs: E. Siochi, K. Taminger (NASA LaRC)