RESEARCH PLAN

STUDY OF THE AIRWAKE AND ITS CONTROL

OVER HELO DECK OF NAVAL SHIPS

Submitted by

HIMANSHU BAHUGUNA
2007 AMZ 8220

Supervisors

Prof V Seshadri Prof. S. N. Singh

Department of Applied Mechanics

Indian Institute of Technology,
NewDelhi-110016
 TABLE OF CONTENTS

1. INTRODUCTION 3

2. BASIC THEORY AND LITERATURE REVIEW 6

2.1 Flow Over a Backward Facing Step and

Bluff Body Aerodynamics 6

2.2 Numerical Simulation of Flow over Helicopter Deck 11

2.3 Scope of Further Study 13
2.4 CFD Methodology 17
3. PROPOSED RESEARCH PLAN 19

4. BAR CHART OF ACTIVITIES AND TIME FRAME 22

5. REFERENCES 23

2
1. Introduction

Helicopters (helo) play a very important role in Naval operations like

antisubmarine /anti surface warfare and replenishment at sea. In order to
facilitate helo operations, present day warships (not necessarily air craft carriers)
are provided with a helo deck and a helo hangar. The hangar in most of the non
aviation ships is like a rectangular prism placed just ahead of the helicopter deck.
This hangar and helicopter deck configuration in 2D can be seen as a backward
facing step (Fig 1).

Bridge

Superstructure

Hangar
Helicopter Deck

Fig 1 :Helicopter Deck and Hangar forming a Backward Facing Step

This configuration of Hangar and helicopter deck , results in the formation

of reverse flow zone on the helo deck with unsteady flow in terms of shedding
vortices from the corner and sharp edges.

The formation of reverse flow zones restricts the helicopter operation area
and poses following problems

(a) Blade strike Helicopter rotor blade strike/impact the fuselage (Main
body) of the helicopter while rotating at low rpm (due to large hangovers)
in reverse flow zone.

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 (b) Aerodynamic loading of the Blade The aerodynamic loading on
the rotor system during landing or take off gets altered as a result of the
interaction with the wake flow and may cause damage to the helicopter.
(c) Difficulty in hovering over the moving flight deck i.e station keeping.

As the usable area for safe helicopter operation is greatly reduced, it is

very important that the region for safe helo operations is accurately assessed.
This is estimated by preparation of a safe helo operation limits (SHOL)for rotor
engagement/disengagement, and helicopter landing/taking off by an experienced
test pilot. The operating envelope is usually defined in terms of allowable wind
condition over the deck (in terms of speed and direction) and is also called wind
over the deck (WOD) envelope. The procedure of developing safe operating
envelopes is known as dynamic interface testing. It is a long, laborious and
expensive process which is valid only for the particular combination of
ship/helicopter being tested. However, it is nearly impossible to work out a
completely safe operating envelope as the wind and sea conditions are
extraordinarily variable. A significant number of blade strikes have been reported
in various Navies while rotor operating inside the engage/disengage envelope.

The above problem could be solved by simulating accurately the

freestream over the ship, the ship motion and the motion of the helicopter. This
however would require detailed mapping of airwake of various ships and
superposition of the effects of helicopters and free airstreams experimentally ,
which is both time consuming and expensive. Further, no such study is known to
have been carried out in the country

In view of the above, there is a need to look at other alternatives till such a
time by which expertise and technology is acquired for accurate assessment of
safe operating envelopes. One such alternative is to computationally simulate the

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flow pattern on the helo deck and thereafter attempt to tailor the airwake by
introducing active and passive devices such as deflectors, porous fencing or
rotating bodies etc.

It is therefore proposed to numerically simulate the flow on helo deck of a

generic warship using CFD code 'Fluent' and study the effect of various active
and passive flow control devices in reducing the size of the separation zones and
the levels of turbulence encountered on the helicopter deck after validating the
CFD code against experimental results either generated on simplified models or
reported in literature. This approach will not only help to identify and enhance the
safe operating area for the helicopters but, if successful, will also increase the
size of the rotor engage/ disengage envelope, thus allowing the helicopters to
operate for a greater percentage of time.

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2. Basic Theory and Literature review

2.1 Flow Over a Backward Facing Step and Bluff Body Aerodynamics

The flow over the helo deck, aft of the hangar on warships can be thought of as
turbulent flow over a backward facing step (Fig 2). The principal flow features of
turbulent BFS flow are described as follows [ref 1]:

Fig 2 . Idealized flow over a backward facing step

A turbulent boundary layer of thickness δ, which develops on a flat plate,

encounters a backward facing step of height H. The sudden change in surface
geometry causes the boundary layer to separate at the sharp step edge. The
resulting flow, essentially behaves like a free shear layer, with high speed flow on
the upper side and low speed flow on the lower side.

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 Some distance downstream, the shear layer impinges on the surface and
then forms a closed recirculation region containing turbulent, moving fluid. A
small counter-rotating “corner eddy” developing below the mean recirculating
bubble flow may also exist in this region. The instantaneous location of
reattachment occurs over a region located all around the time averaged
reattachment point and it is found to vary slightly in time about its mean position.
This is one of the reasons why helicopter landings are difficult as the landing spot
is near this reattachment region. Downstream of reattachment, the boundary
layer begins to redevelop into a standard turbulent boundary layer state (Fig. 2).

Understanding the parameters which affect the reattachment process in

this type of flow, from the point of view of the suppression and control of the
separation process, is relevant for the present study. The effect of the Reynolds
number, as one of the important parameters, has been studied by Eaton and
Johnston, [ref 2] and Durst and Tropea, [ref 3]. The effect of streamline
curvature on the reattachment length has been examined on curved channels by
Honami and Kakajo [ref 4]. The effect of aspect ratio (width to height ratio) has
been further examined by De Brederode and Bradshaw [ref 5].

Although certain fundamental understanding of two dimensional flow over

a backward facing step has been achieved, the same may not be totally
applicable to helo deck flow fields. There are two primary concerns. First, the
flow over a ship is far from being two dimensional, as the ratio of beam width to
step height (Aspect ratio) is approximately three which is an important parameter
in flows with massive separation regions, and the three dimensional nature of
flow is important for this application. The second reason for the limited
applicability involves the condition of the incoming flow. Because of upstream
bodies on the ship (stacks, antennas, mast, etc.), the flow over the step is not
uniform. This complicates matters as the incoming flow is completely unsteady

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and difficult to analyse, as a result, trying to understand such flows through
simplified models may not be particularly useful.

However for explanation purposes, flow on helo deck of a generic warship

can be visualized by extending concept of 2D Backward facing step flow to 3D.
Similar to 2D case, a large recirculation region behind the hangar will exist
however it will now be 3 dimensional(Fig 3). Additionally, the flight deck will also
experience incoming flow from the sides of the ship causing counter-rotating
vortices on each side of the recirculation region. This will result in a non
stationary horseshoe vortex structure which will grow, dissipate, and moves
spatially in an unpredictable manner .

Fig 3: Flow over Helo Deck – 3D Backward facing Step [ ref 6]

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 A look into bluff body aerodynamics will further provide a better
understanding of the flow over the helo deck of a warship. A bluff body is defined
as the one which has a large separated region in its wake. The complexity of the
flow around a bluff body has been studied by Hunt, et al [ref 7]. They detected
the presence of an inverted U-shaped vortex, whose ends remain in contact with
the ground, on the downwind side of the body and numerous horseshoe vortices
that wrap themselves about the upstream base of the body and trail downstream
(Fig 4).

Fig 4. - Schematic flow field around three-dimensional bluff body [ref 7]

9
 Fig 5 – Flow Over Flight Deck [ ref 8]

On observing the outline of a warship (Fig 1), along with the schematic of
the observed flow over a model ship (Fig 3 & 5) and the flow field around three-
dimensional bluff body (Fig 4), it is apparent that flow over Navy ships can be
simplified as flow over three dimensional bluff bodies.

Existence of a crosswind component on the freestream adds another

complication to the flow field on deck. Nonzero wind-over-deck (WOD) angles (or
yaw angles) occur quite frequently on helo deck, at sea. Studies have been
carried out where this aspect has also been looked into in detail [ ref 8, 9, & 10].
Various types of flow visualization have been used to define a flow model in the
vicinity of the landing deck on the ship and it has been shown that at moderate
WOD angles (approximately 45 degrees), large coherent structures are shed
from the side edge of the hangar at regular intervals [ref 9]. Unfortunately,
documentation of this phenomenon on full scale ships is not available. However,
this type of predictable periodicity may not even occur at full scale.

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 In spite of the complexities of flow mentioned above, the simplified two
and three dimensional backward facing step flows provide a good physical
overview of the flow encountered over the helo deck of a warship. Unsteady
recirculation zone appearing on the helo deck of ships are similar to the
recirculation zone of a backward facing step or a bluff body. Such flow conditions
on deck, make helo operations difficult as the landing spot is near the shear layer
reattachment region. The flow consists of wide range of turbulent length scales,
some small enough to be felt as vibration, others large enough to affect the
performance of the rotor and the helicopter’s handling qualities. Because of the
flow field’s unsteadiness, a helicopter could be inside the recirculation region at
one instant, experiencing certain forces and moments, only to be subjected to an
unrecoverable yawing moment outside the recirculation region at the next instant.
Thus, to reduce the pilot workload, it is desirable to decrease flow gradients and
remove as much of the flow field unsteadiness as possible over the flight deck.

2.2 Numerical Simulation of Flow over Helicopter Deck

Flow field on helo deck of naval ships can be simulated numerically using
CFD. Such studies have already been undertaken globally, however details of
similar work undertaken in the country are not known. As the main aim of the
proposed research is to simulate the flow on the helo deck of a generic warship
using CFD code 'Fluent' and study the effect of various active and passive flow
control devices in reducing the size of the separation zones and the levels of
turbulence encountered on the helicopter deck, it is prudent to take an insight on
the work already done globally on this subject.

Though Computational Fluid Dynamics (CFD) technique can be effectively

used to compute the turbulent airflow in the immediate vicinity of a ship, the
validation of the CFD code/results is very important prior to accepting the

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obtained airflow patterns and proceeding ahead with further calculations.
Accordingly, a generic ship configuration was developed (Fig 6) and used to
study flow field ( also known as airwakes) and to provide validation data for CFD
as a part of an international collaboration under the auspices of The Technical
Cooperation Program (TTCP)[ ref 11]. TTCP originated in 1957 when USA and
UK saw benefits in pooling their defence science resources. The US and UK
governments soon agreed that Canada should also participate in such an
initiative. The resulting organisation was called the Tripartite Technical
Cooperation Program . Australia joined in 1965 and TTCP's title was
subsequently changed to The Technical Cooperation Program, retaining the
same acronym, even after New Zealand joined it in 1969. Further details of TTCP
are available at http://www.dtic.mil/ttcp.

Fig 6 - TTCP simple frigate shape (SFS) 2 (original SFS shown shaded)

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 Recent work on airwake simulation based on the steady-state solution for
Navier-Stokes equations provides reasonably accurate flow field results that are
useful to supplement experimental measurements, which otherwise would be
more costly and time consuming. A number of papers have been presented at
the NATO RTO meetings in past years [ref 12,13]. In particular, work on airwake
of the Simplified Frigate Shape (SFS) as defined by the TTCP panel, has been
aimed at validating computational fluid dynamics (CFD) codes [ref 14]. Simulated
airwake results of SFS, based on steady-state solution have been analysed by
several researchers like Long et al [ref12] , Reddy et al [ref 15] , Yesilel, H. and
Edis, F.O [ref 16] and Tai [ref 17].
The above studies have primarily been devoted to simulating the airwake
of SFS, however any computational study to improve upon the flow i.e. to reduce
the recirculation zone have not been reported. Nevertheless, the study reported
by J. Val Healy[ref 18] does give the various options for improving upon the ship
airwake and making it more conducive for helo operations.

2.3 Scope of further Study

The scope of further studies in this field could include the identification of
the configurations that have the lowest levels of recirculation and turbulence and
the least number of separated flows in the vicinity of the flight deck. The various
options that could be considered for the CFD simulations are:-

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(a) Conditioning or Filterig the Flow: The flow can be conditioned or
filtered in some way as it passes over the backward facing step and
landing deck. The goal is to remove some of the energy in the flow or
possibly shift the magnitude of the unsteadiness in the frequency domain.
The other category involves devices which physically move or deflect the
shear layer. The motivation for this concept is to move highly turbulent flow
out of the region in which helicopters operate. Figure 7 shows a diagram of
how several novel devices fit into these two categories. Some devices fit
into both categories. Table 1 is a tabulated version which includes
references to sketches of the devices shown in Figure 8 [ref6].

Fig 7. Categorization of the Flow Control Devices [ref 6]

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 Table 1 : Flow Control Devices [ref 6]

Fig 8 : Sketches depicting possible combinations of Flow Control Devices [ref 6]

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(b) Porous Surfaces: Literature pertaining to the condition/filter
devices, suggests that a porous surface downstream of a backward facing
step can decrease the unsteadiness in the recirculation region and lower
the size of reverse flow [ref 28, 29]. Porous surfaces allow the passage of
local high pressures to areas of low pressure, thus decreasing the
magnitude of the fluctuations on the surface. Thus, use of porous deck
and its effect on the ship airwake could be assessed computationally.

(c) Active Devices: Use of active devices for tailoring the airwake is
another possibility. Rotating solid body on the periphery of the helo deck
or devices for blowing air into the helo deck area could be some of the
possibilities.

(d) Control via deflectors: Another technique which has been explored
in the past is to achieve separation control via deflectors. Some
preliminary attempts have been made at Naval Post Graduate School,
Monterey, California to control the flow around the edges of the deck and
the hangar, using curved deflectors positioned at the edges. Extensive
studies have been made on the use of deflectors in an attempt to control
the separation on a backward facing step [ref 21,22]. The step was
intended to represent a simplified model for the flow over the hangar aft-
flight deck combination on a ship at zero yaw angle. These deflectors
were flat or curved and included a range of widths (or the flat ones), radii,
turn angles and porosities.

(e) Shelter Belt Approach: The interface problems are caused by high
values of the relative wind speeds. The problems could be alleviated or
solved by passing the wind that approaches the ship through a "shelter
belt that would dissipate the kinetic energy of the wind by first forming
large turbulent eddies and then smaller ones and finally the destruction of

16
 the latter through viscous dissipation. The engineering equivalent would
be a "forest of masts of various sizes” densely clustered around the
hangar roof and on the port and starboard sides [ref 18].

(f) Combined Technique Use of fences which are either non-

rectangular or porous will fall in this category, which is an another
possibility. By shaping a solid rectangular fence to promote mixing, the
severity of the shear layer initiated at the top of the fence can be reduced.
Additionally, the flow could also be “filtered” by using porous materials.
This idea is inspired by the use of screens and honeycomb in wind
tunnels to reduce turbulence.

2.4 CFD Methodology

CFD investigation of various conditions mentioned above, would involve
the following:-

(a) Defining Wind Conditions The incoming velocity field may be

defined in terms of wind over deck (WOD) and sideslip angle. For a
ship steaming at a velocity Vship in an ambient wind velocity Vwind, the
wind over deck is defined as the vector sum Vwod=Vwind - Vship. Vwind and
Vship are assumed to be coplanar with the ocean surface, and the wind

speed is defined by v=|Vwod| and its direction by a sideslip angle Ψ as

shown in Fig 9 [ref 15]

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 Fig 9 : Definition of Sideslip angle and flow speed( [ref 15]

(b) Modeling and Mesh Generation A preprocessor would be

required for Flow domain modeling and subsequent discretization. The
key requirement of the numerical grid would be to have an adequate
resolution of all separated Flow structures for calculation of detailed flow
characteristics in the Fight deck region. Both structured as well as
unstructured grid need to be generated.

(c) Boundary Conditions The water surface can be treated as a

Flat, stationary boundary. This could be implemented using a slip
condition for the U and V (transverse) velocity components, while the W
(normal) component would be constrained to zero. The upper boundary is
treated as a free surface, using a slip condition for all three velocity
components. The ship surface as a viscous no-slip boundary and the
boundary condition at the inlet as 'velocity inlet' with the boundary
condition at the outlet as 'pressure far field'

(d) Closure. Although various turbulence models can be used for

the CFD investigation of the flow on the helo deck, literature reveals that
most of the calculations have been done using k-ε (RNG) turbulence
model for steady case. [ ref 15,16,17]

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3. Proposed Research Plan
On the basis of the description of the problem, work undertaken globally
and the various possibilities and the CFD methodology elaborated above, the
following research plan is proposed:

Phase 1
(a) Generation of Data for CFD validation CFD Validation data for
the airwake of Simple Frigate Ship (SFS 1 and SFS 2)(Fig 10) developed
under TTCP will be generated experimentally in the wind tunnel.
An open circuit type blow down wind tunnel consisting of two
diffusers, settling chamber, contraction cone and test section of 0.75 m x
0.45 m cross section having a length of 5 m is available in the institute.
The settling chamber is provided with a honeycomb and screens to
ensure a uniform flow in the test section. The contraction cone has a
contraction ratio of 12.8 in two stages. A blower driven by a 30 HP motor
through a belt drive provides the airflow. The maximum velocity attainable
in the wind tunnel is 24 m/s. Different air velocities can be attained in the
wind tunnel test section by opening or closing the valve upstream of the
blower fan. A standard Pitot-static tube inserted into the wind tunnel,
upstream of the model can be used for measuring the free stream
velocity. The turbulence level in the wind tunnel is of the order of 0.1 %.
The superstructure model is required to be mounted on the base of the
wind tunnel test cross- section. A turntable may be provided for simulating
various sideslip angles (refer para 24 (a)). The sidewalls of the wind
tunnel test section are made of Perspex sheets, which allows visualisation
of the flow field over the superstructure model..
Flow velocity, turbulence quantities, etc. will be measured in the
wind tunnel at various locations on the helo deck of a 1:50 scale SFS
model. This will include the velocity measurement by using 5 hole probes.

19
 The parameters that will be varied are the Reynolds number, and the
direction of free stream wind velocity ratio.

(b) Post availability of CFD validation data, Simple Frigate Ship (SFS 1
and SFS 2) will be modeled using Gambit (Pre- Processor), and air wake
simulation for various wind conditions (as specified in ref 13-18) will be
undertaken in Fluent CFD code (Solver).

(a) SFS 1 (b) SFS2

Fig 10.The generic simple frigate ship configurations developed by
Technical Cooperation Program (TTCP) for comparing the results of CFD and
Wind Tunnel

Phase 2

(c) The flow over a SFS1 and SFS2 will be evaluated, for a 2D, case
using Fluent, for various combinations of hangar height and helicopter
deck length. The results will be validated with the experimental data.
Effect of rounding/shaping of the edges on the recirculation zone will be
thereafter analyzed.

(d) Effect of solid and porous deflectors/fence on the recirculation

zone, for various positions and orientation of the deflector, will be studied

20
for 2-D case using Fluent and results will be compared with the results of
a similar study [ref 21& 22]

(e) Effect of active devices like a rotating cylinder on reduction of

recirculation zone for the 2 D case will be studied for the various
combinations of hangar height, deck length and cylinder rpm. Results
would be compiled for the optimum configuration of hangar geometry and
active/passive device for achieving minimum recirculation zone in 2D case

Phase 3
(f) The effect of flow control devices on the airwake for 3D case will be
undertaken during this phase. Computations would be done for various
wind on deck (WOD) conditions and positions of deflectors/active devices.

(g) WOD envelope over an existing geometry of Hangar and Helo

Deck will be simulated and means for optimizing it would be proposed.

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BAR CHART

Months from Start

Activity
6 12 18 24 30 36 Months
Months Months Months Months Months
1 Course Work

2 Literature Survey

3 Phase 1 Wind tunnel investigation of airflow over helo deck

of SFS1 and SFS 2 for generation of validation data and CFD
modeling of the ship

4 CFD code (FLUENT) to be validated against the data obtained

experimentally, modeling of flow, calibration of turbulence
model. (To run concurrently with Step 3). Fine Tuning of the
CFD code, if any, to predict the flow accurately and compare
with experimental data to optimise the turbulence model,
parametric study

5 Phase 2 Flow investigation for 2D case and study on effect of

active and paasive devices on recirculation zone.

6 Phase 3 Investigation of flow on helo decks for 3D case and

effect of control devices in reducing the safe helo operation
area onboard a ship.
7 Finalization of parameters to be considerd for ensuring
improved flow conditions on helo deck ( for use by Ship
Designers) and preparation of final thesis
 REFERENCES

1. N. Nait Boudaa, R. Schiestelb, M. Amielhb, C. Reyc and T. Benabid

“Experimental approach and numerical prediction of a turbulent wall jet
over a backward facing step” International Journal of Heat and Fluid Flow
Volume 29, Issue 4, August 2008, pp 927-944

2. J.K. Eaton and J.P. Johnston, “A review of research on subsonic

turbulent flow reattachment”, AIAA, J., 19, 1980, pp. 1093–1100

3 F. Durst and C. Tropea, “Turbulent backward facing step flows in two-

dimensional ducts and channels”, Third International Symposium on Turbulent
Shear Flows, University of California, Davis, 1981, pp. 18.1–18.5.

4. Honami, S., Kakajo, I., “A reattaching shear layer to the curved

surfaces over a backward facing steps”. ASME paper 86-WA/FE-9., 1986.

5 De Brederode and Bradshaw, “Three-dimensional flow in nominally

two-dimensional separation bubbles. I. Flow behind a rearward-facing
step.” Aero Report 72-19, Imperial College of Science and Technology, London,
England, 1972.

6. Daniel M Shafer, “ Active and passive flow control over the flight deck
of small naval vessels' MS Thesis, Blaksburg Virginia, 2005.

7. Hunt, J.C.R., C.J. Abell, J.A. Peterka and H. Woo,"Kinematic Studies of

the Flows around Free or Surface Mounted Obstacles; Applying Topology
to Flow Visualization," Journal of Fluid Mechanics, Vol. 86, 1978, pp. 179,200.
8. Johns, Michael K, “Flow Visualization of the Airwake Around a Model
of a DD-963 Class Destroyer in a Simulated Atmospheric Boundary Layer”,
M.S. Thesis, Naval Postgraduate School, Monterey, California, September 1988

9, Rhoades, Mark M., “A Study of the Airwake Aerodynamics Over the

Flight Deck of an AOR Model Ship”, MS Thesis, Naval Postgraduate School,
Monterey, CA, Sept. 1990.

10 Zan, S. J., “Surface Flow Topology for a Simple Frigate Shape”,

Canadian Aeronautics and Space Journal, Vol. 47, No.1, pp. 33-43, Mar. 2001.

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Ship Airwake Flow Fields Using Parallel Computers,” Paper No. 3,
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Simulation of Ship Air Wakes for Helicopter Operations -- A Collaborative
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15 Reddy, K.R., Toffoletto, R., Jones, K.R.W.,“Numerical Simulation of
Ship Airwake,” Computers and Fluid, Vol. 29, 2000, pp.451-465.

16. Yesilel, H. and Edis, F.O., “Ship Airwake Analysis by CFD Methods”,
International Conference of Numerical Analysis and Applied Mathematics. AIP
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17. Tsze C. Tai “Airwake Simulation of Modified TTCP/SFS Ship', RTO-

MP-069(I)., 2001.

18. Val Healey J. The Aerodynamics of Ship Superstructures. In:

Proceedings of AGARD Conference - Aircraft Ship Operations held in France,
AGARD-CP-509, 1991. pp. 4.1-4.14

19. Spazzini, P. G., Di Cicca, G. M., Iuso, G., King, R., Onorato, M., “Flow
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20 Heenan, A. F. and Morrison, J. F., “Passive Control of Pressure

Fluctuations Generated by Separated Flow”, AIAA Journal, Vol. 36, No. 6,
1998, pp. 1014-1022, 1998

21 Woolman, Scott G., “Control of Flow Over a Backward Facing Step”,

MS Thesis, Naval Postgraduate School, Monterey, CA, Sept. 1990.

22 Narveson, Marshall L., “Flow Modification Over a Backward Facing

Step”, MS Thesis, Naval Postgraduate School, Monterey, CA, Sept. 1990.