Complex Aerospace Systems Exchange
Los Angeles, CA, August 2013
Session: The Direction and Integration of Experimental Ground Test
Capabilities and Computational Methods, Part I
Subject: Provide a vision over the next ten to twenty years on how the
relationship between (and the use of each form) experimental ground
testing and computational methods will evolve. Will more analysis be more
dominant or more experiments needed; or will some steady state exist? In
this context, define the key issues, barriers to progress, and other
concerns/problems. The goal is to establish a context -- in terms of test
regime strengths and weaknesses -- and problem statement.
Second Session at AIAA SciTech 2014: A second session will occur at the
AIAA SciTech Conference in January 2014 at National Harbor, MD. The
session is planned to be 150 minutes and will introduce the subject by
presenting the briefing work product from the first session. The subject
matter will be focused on further projections and 'world-class' solutions and
best practices directed at the problem statement generated by the first
session.
You're Invited! We invite interested parties to please attend and be ready
to participate. We want to leverage the subject matter expertise of the
panelists with your expertise and experience to dive deep into the issues.
We will produce work products that will be shared at future AIAA
conferences. Thank you!
Time and Place: Wednesday, August 13th, 1330 - 1530
Hyatt Regency Century Plaza, Brentwood room
Alex Krynytzky has worked for The Boeing Company since 1977 in a
variety of assignments in Aerodynamics Technology. His work has
focused on wind tunnel corrections, calibration, design, and testing
techniques. He has been involved in numerous facility development
studies: notably improvements to the Boeing Transonic Wind Tunnel
(BTWT), the Low-Speed Aero-Acoustic Facility, and the National Wind
Tunnel Complex (industry-government design project). At Boeing, he has
pioneered the application of computational fluid dynamics (CFD) for
analysis of test configurations, especially for the evaluation of wind tunnel
wall interference.
Interspersed with the above, Alex’s career has also included the 737-300, Mod-5 Wind Turbine, openfan, and hybrid laminar flow technology.
Alex currently works at the Aerodynamics/Noise/Propulsion Laboratories (ANP Labs, Seattle, WA) in
the Aerodynamics Testing Methods and Technology Group. His publications include several AIAA
papers on facility development and wind tunnel wall interference, as well as major contributions to a
jointly authored reference volume, Wind Tunnel Wall Corrections, AGARDograph 336.
Issues: My views on this topic are dominated by a grounds-up perspective, and primarily from a
commercial transport standpoint. Three areas of past (and future) progress include:
1. Wall and support interference corrections at benign (attached) and not-so-benign (separated
flows, transonic and supersonic) flow conditions,
2. Tunnel-to-tunnel comparisons,
3. Tunnel-to-flight comparisons: scale (and other?) effects, e.g. Reynolds number, or overall
simulation fidelity (e.g., laminar flow and open-fan technologies).
All this is aside from the air vehicle design process in which most of our customers engage. The trend
is clearly for more CFD analysis, and fewer tested configurations, but with perhaps more detailed
envelope exploration in both CFD and test, including Reynolds number effects.
The question of skills required for the foreseen tasks is close at hand: more CFD? Yes. More testing
technique development? Yes. As we improve our understanding of the (often subtle) details of
relevant flow phenomena, I envision advances in CFD, ground test (GT), and flight test (FT). These
advances will improve our prediction capability, sometimes gradually and sometimes dramatically.
Each area has recognized challenges and limitations: CFD, run time, cycle time, and turbulence
modeling; GT, cost, scaling, interferences (wall, support, and probe); FT, cost, safety.
So looking ahead for the next 10-20 years, I suggest that the overall balance will stay the same (CFD
vs. GT), but relative roles will change. This will in part be driven by Gresham’s Law (for CFD), but
experimental validation will still be necessary. Corners of the flight envelope will expand and
simulations will improve. Consider where CFD and GT technology were 20 years ago, barely out of
inviscid panel code calculations. And let us not forget FT’s ultimate role.
Session Goals: Both CFD and GT landscapes are changing, sometimes quickly, sometimes not so.
Hence, their interaction will evolve as we achieve ever-better simulation of flight. Eliciting best
practices, including the difficult areas of addressing interfaces (technology, organizational, skill
requirements, cultural/personnel, et al.) are among my goals for this session.
Tom Wayman is currently serving as Core Engineering Group Head in
Applied Aerodynamics at Gulfsteam Aerospace Corporation in Savannah,
Georgia. Tom has been with Gulfstream since 2006 serving previously in
Preliminary Design as the engineering focal for Supersonic Technology
Development in Aerodynamic Methods and Testing. Prior to coming to
Gulfstream Tom led aerodynamic and aircraft airworthiness activities for
the Airborne Laser Program (a USAF modified 747-400) and the 767
Tanker Program at Boeing’s Integrated Defense System in Wichita,
Kansas. He has also worked at Rocketdyne, a former division of Rockwell
International, developing and testing chemical oxygen-iodine lasers. Tom
has also served as a Teaching Fellow for Wichita State University. Tom
has a Bachelor of Science degree in Aerospace Engineering from Iowa State University (1988), a
Master of Science degree in Aeronautical Engineering from Wichita State University (1993), and a
Research Master’s degree in Aeronautical Engineering from the von Karman Institute for Fluid
Dynamics (1994). Tom is an Associate Fellow in the AIAA, currently a member of the AIAA Ground
Test Technical Committee and former AIAA Region V Deputy Director – Technical.
Ground testing has been and continues to be in transition. For most of the past century, aeronautically
related ground testing and ground test facilities have been designed, developed, and operated to
support both the design and the characterization of aeronautical vehicles. However, recent demand
and operation of these facilities has significantly decreased imposing challenges on their ability to
effectively/efficiently operate or even exist. There are a number of reasons for this decline, like the
maturity of engineering discipline in aeronautics, the advent and reliability of computational fluid
dynamic (CFD) methods, and decrease in the number of developmental program, but it is the advent
of CFD methods that should be the focus of our current discussions. For several decades, CFD
methods have been perceived a threat to the traditional “brick-and-mortar” ground test facilities. But
as one who has actively participated in both experimental and computational methods of aeronautical
analysis, it has been less of threat and more a partnership of how best to use and when to use each
of these tools. There is no doubt that computational methods have decreased our need to
experimentally test, especially during the critical phase of configuration development and down select,
but only to the extent that it has allowed us to optimized on greater number of configurations and
eventually gain a greater understanding and a better level of confidence in our designs. This
eventually leads to greater efficiencies in flight testing, better product reliability, and increased safety.
What Tom Wants to Get Out if This
Tom is looking to provide insight and gain insight into how the areas of experimental and
computational analysis are currently be used in the typical aeronautical vehicle development cycle;
and how this will impact our existing national (and international) ground test facility assets. There is no
doubt that our current facility structure is straining to remain relevant and reliable, but I am looking to
get out of this session a greater perspective in how our industry can continue to partner these two
analysis methods in to the vehicle development cycle in such a way that it is mutually beneficial to
each discipline.
Shigeya Watanabe works for Wind Tunnel Technology Center as Director at Japan
Aerospace Exploration Agency (JAXA). In 1987, he joined National Aerospace
Laboratory of Japan (NAL), one of the former bodies of JAXA, starting his career in
experimental fluid dynamics, especially in hypersonics. He was staying as a visiting
researcher at High Temperature Gasdynamics Laboratory of Mechanical Engineering
Department at Stanford University from 1996 to 1998. After the stay, he returned
JAXA, being Lead of Advanced Technology Section in Wind Tunnel Technology Center
in charge of research activities on new aerodynamic measurement technologies, such
as Particle Image Velocimetry (PIV) and Pressure-Sensitive Paint (PSP). Before the
present position, he served as Director of Fluid Dynamics Group from 2009 to 2012.
Recently, he was developing Digital/Analog-Hybrid Wind Tunnel (DAHWIN), which is a
system realizing the integration between EFD and CFD, as principal investigator. He
has a B.S. and a M.S. in Aerospace Engineering from the University of Tokyo, Japan. He is a Lifetime Senior
Member and an international member of Aerodynamic Measurement Technology Technical Committee in AIAA
while he is a Fellow of the Japan Society of Aeronautical and Space Sciences (JSASS).
Brief background in this topic area
He started his professional career on aerodynamics from the side of experimental approach. He was conducting
various wind tunnel tests at large-scale wind tunnels from low to hypersonic speeds. The targets of the tests
were ranging from aerospace plane called HOPE like US Space Shuttle to civil transports such as Japanese
domestic regional jet, MRJ, under development. During the wind tunnel tests, he experienced problems in
appropriately determining the size of test model, the type of model support, pressure port positions on test
models, and so forth. Also, he encountered difficulties in the accurate corrections of effects of the wind tunnel
wall and model support sting on test data. Another difficulties he had were the lack of flow field information by
limited experimental techniques, which are needed to understand the flow mechanisms around test models,
resulting in acquiring insights in aerodynamic design of aerospace vehicles.
In order to solve these problems, he tried to utilize CFD techniques to estimate data which will be obtained at
wind tunnel tests prior to the tests. However, it was very hard for him to conduct high fidelity CFD calculations
since he, an experimentalist, was not familiar with CFD codes are grid generators. Especially, grid generation
around a complex aerospace vehicle configurations was almost impossible without frequent help by specialists
on grid generation. These difficulties which experimentalists encounter in conducting CFD were too severe to
overcome by wind tunnel specialists alone.
Finally, he started to develop a system which allows experimentalists to utilize CFD techniques easily to
facilitate wind tunnel test planning and accurate data corrections. The system was developed by mutual
collaboration between experimentalists and CFD experts in JAXA, and was named Digital/Analog-Hybrid Wind
Tunnel, DAHWIN, where the term of ‘analog wind tunnel’ indicate real wind tunnel while ‘digital wind tunnel’
means CFD. The system development was completed in 2013, and is being used in various types of industrial
wind tunnel tests, succeeding in improvement of efficiency of wind tunnel test campaigns and increase in
accuracy of test data.
Session goal of CASE 2013 GT/CFD panel
Goals of the panel which he wants to seek is to share the value, deficit, and concerns in real EFD/CFD
integration among panelists and audience, which might lead to future collaborations between experimentalists
and CFD researchers.
Specifically, he expects to discuss the substantial values in EFD/CFD integration, which can not be attained only
by EFD or CFD. In the discussion, key elements should be, for example,
- Data assimilation techniques which bridge between EFD and CFD data.
- Uncertainty quantification techniques to evaluate reliability of both EFD and CFD, which are needed in
getting most probable aerodynamic characteristics
Additionally, thinking about the future innovation in aerodynamic design of real flight vehicles, the discussion on
strong collaboration among three techniques, that is, wind tunnel testing, CFD, and flight testing, will be crucial
in the panel.
Dr. Edward Marquart is an Engineering Fellow on the staff of the
Aerodynamics Department in the Engineering Directorate at Raytheon
Missile Systems (RMS). He has 35 years of experience in aerospace
system test and analysis including computational fluid dynamics, wind
tunnel testing, flight testing, aeromodel development, technology
development and implementation, project and program management,
customer contact and marketing, and strategic planning. 25 of those
years were spent performing hypersonic wind tunnel tests in the
VonKarman Gas Dynamics Facility (VKF) at the Arnold Engineering
Development Complex (AEDC). He is a past member of the AIAA
Ground Test Technical Committee and past member of the AIAA
Missile Science Technical Committee.
Education: PhD in Aero Systems Engineering at the University of Alabama, Huntsville AL. MS in
Aerospace Engineering at the University of Tennessee Space Institute, TN. BS in aerospace
engineering at the University of Cincinnati, OH.
Dr. Marquart has made significant contributions in the development of new or improved wind tunnel
measurement techniques relating to cross and cross-coupling dynamic derivatives, Magnus and spin
damping, kinematic telemetry free-drop testing, high frequency response impulse measurements,
hypersonic inlet performance, nose cavity environments, Mach/Flow-Angularity probes, total
temperature probes, and of Virtual Flight Testing. Currently, Dr. Marquart is the Aerodynamic Lead for
several high-speed missile systems in the Aerodynamics Department at Raytheon Missile Systems,
Tucson AZ. Other programs supported were performing lead aerodynamicist duties on the Kinetic
Energy Interceptor (KEI), High Performance Interceptor (HPI) and the Tactical Air Launched BoostGlide (TALBG).
What Ed Wants to Get Out if This:
Work towards assuring there will be a healthy and sustainable National wind tunnel infrastructure and
testing capabilities with associated knowledge base for the support of United States defense goals.