Revolutionizing rotorcraft design with CFD

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winds, and turbulence. When high velocity air meets slower moving air, clear air turbulence (CAT) often poses a significant safety threat – especially because it is undetectable by conventional radar. This meeting of air occurs naturally at very high altitudes and in mountainous regions. CAT can also form when slow moving air comes in contact with high-speed air around a helicopter’s rotor.

Helicopters also face exposure to other turbulence, such as self-generated vortices. (Think of vortices as a spinning motion around an imagined axis, similar to spinning whirlpools of water formed by boat paddles. In this case, helicopter rotor blades are the paddles, and water is replaced by air.) An axis occurs at each blade tip of the rotor, and the spinning of each blade creates vortices. This phenomenon, called blade vortex interaction (BVI), happens repeatedly as rotating blades create their own tip vortices and intersect with vortices created by other blades.

BVI is difficult to predict using computational fluid dynamics (CFD). However, researcher's from NASA's Rotary Wing project are developing physics-based CFD tools to enhance the predictive accuracy of flow fields. Comprehensive codes previously under-predicted the figure of merit (FM), a key hover performance parameter, by anywhere from two to six per cent. “These percentages seem small but their impact is huge,” says Neal Chaderjian, a research scientist at NASA’s Ames Research Center. Chaderjian was on hand at the SC12 conference in Salt Lake City, Utah, to discuss and explain the breakthrough research.

Overhead view of V22 rotor blade tip vortices and turbulent worms. Image courtesy Neal Chaderjian.
“My job is to advance the numerical prediction capability and accuracy of rotorcraft aeromechanics u No matter where you are in the UK, we are here to offer you bankruptcy help and support. We have a 100% record for people going bankrupt so you can be rest assured of a positive outcome. || Bankruptcy || We will also deal with your creditors on your behalf to stop the hassle and stress that they cause. sing CFD methods. Aeromechanics combines aerodynamics – flow fields generated by rotorcraft – and structures, as most rotor blades bend and twist, which affects aerodynamics. The current engineering approach uses comprehensive codes (simplified, low-order flow models) and CFD (high-order, first-principles flow simulations). Rotorcraft design relies m

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BVI is difficult to predict using computational fluid dynamics (CFD). However, researcher's from NASA's Rotary Wing project are developing physics-based CFD tools to enhance the predictive accuracy of flow fields. Comprehensive codes previously under-predicted the figure of merit (FM), a key hover performance parameter, by anywhere from two to six per cent. “These percentages seem small but their impact is huge,” says Neal Chaderjian, a research scientist at NASA’s Ames Research Center. Chaderjian was on hand at the SC12 conference in Salt Lake City, Utah, to discuss and explain the breakthrough research.

Overhead view of V22 rotor blade tip vortices and turbulent worms. Image courtesy Neal Chaderjian.
“My job is to advance the numerical prediction capability and accuracy of rotorcraft aeromechanics using CFD methods. Aeromechanics combines aerodynamics – flow fields generated by rotorcraft – and structures, as most rotor blades bend and twist, which affects aerodynamics. The current engineering approach uses comprehensive codes (simplified, low-order flow models) and CFD (high-order, first-principles flow simulations). Rotorcraft design relies more on the comprehensive codes because they can get answers in one minute or less, while CFD can take hours to days to obtain high-fidelity solutions.”

Chaderjian has improved current CFD code to solve the Navier-Stokes equation of motion for fluids, which is both time-dependent and intensive. “Accurately resolving the viscous flow regions on the rotor blades requires high spatial resolution and time accuracy,” he said. Other improvements include adaptive mesh refinement (AMR) to resolve rotor wakes. “The AMR improvement allows the vortices and rotor wake to be resolved by grids four times as fine,” Chaderjian explains. During simulation, grid sizes varied from 60 to 750 million grid points. Visit NASA's photostream on Flickr to see a full-motion simulation of a UH-60 helicopter rotor, and the same helicopter's rotor vortex wake.

This additional efficiency and accuracy enable Chaderjian to demonstrate fine-grain details of blade vortices and turbulent flows never seen before, French Holidays
and for the first time, the FM is predicted to within the experimental error range for V22 Osprey tiltrotor and UH-60 Black Hawk helicopter ro

Was interesting to read this since I spent much of this week comparing various CFD programmes for use in aerospace engineering research. For the moment I think we're going with Numeca on our mini-cluster. Did the NASA guy reveal anything about the kind of software they use, i.e., is it off the shelf stuff or custom written?

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