Validation of numerical prediction of dynamic derivatives: The DLR-F12 and the Transcruiser test cases

The dynamic derivatives are widely used in linear aerodynamic models in order to determine the flying qualities of an aircraft: the ability to predict them reliably, quickly and sufficiently early in the design process is vital in order to avoid late and costly component redesigns. This paper describes experimental and computational research dealing with the determination of dynamic derivatives carried out within the FP6 European project SimSAC. Numerical and experimental results are compared for two aircraft configurations: a generic civil transport aircraft, wing-fuselage-tail configuration called the DLR-F12 and a generic Transonic CRuiser, which is a canard configuration. Static and dynamic wind tunnel tests have been carried out for both configurations and are briefly described within this paper. The data generated for both the DLR-F12 and TCR configurations include force and pressure coefficients obtained during small amplitude pitch, roll and yaw oscillations while the data for the TCR configuration also include large amplitude oscillations, in order to investigate the dynamic effects on nonlinear aerodynamic characteristics. In addition, dynamic derivatives have been determined for both configurations with a large panel of tools, from linear aerodynamic (Vortex Lattice Methods) to CFD. This work confirms that an increase in fidelity level enables the dynamic derivatives to be calculated more accurately. Linear aerodynamics tools are shown to give satisfactory results but are very sensitive to the geometry/mesh input data. Although all the quasi-steady CFD approaches give comparable results (robustness) for steady dynamic derivatives, they do not allow the prediction of unsteady components for the dynamic derivatives (angular derivatives with respect to time): this can be done with either a fully unsteady approach i.e. with a time-marching scheme or with frequency domain solvers, both of which provide comparable results for the DLR-F12 test case. As far as the canard configuration is concerned, strong limitations for the linear aerodynamic tools are observed. A key aspect of this work are the acceleration techniques developed for CFD methods, which allow the computational time to be dramatically reduced while providing comparable results.     

X-ray observations of black-hole accretion disks

Our current theoretical and observational understandings of the accretion disks around Galactic black-holes are reviewed. Historically, a simple phenomenological accretion disk model has been used to interpret X-ray observations. Although such a phenomenological interpretation is still useful, high quality X-ray data from contemporary instruments allow us to test more realistic accretion disk models. In a simple and ideal case, the standard optically thick accretion disk model is successful to explain observations, such that the inner disk radius is constant at three times the Schwarzschild radius over large luminosity variations. However, when disk luminosity is close to or exceeds the Eddington luminosity, the standard disk model breaks, and we have to consider the “slim disk” solution in which radial energy advection is dominant. Recent observations of Ultra-luminous X-ray sources (ULXs), which may not be explained by the standard disk model, strongly suggest the slim disk solution. We compare theoretical X-ray spectra from the slim disk with observed X-ray spectra of ULXs. We have found that the slim disk model is successful to explain ULX spectra, in terms of the massive stellar black-holes with several tens of solar mass and the super-Eddington mass accretion rates. In order to explain the large luminosities (>10⁴⁰ ergs s⁻¹) of ULXs, “intermediate black-holes” (>100M) are not required. Slim disks around massive stellar black-holes of up to several tens of solar mass would naturally explain the observed properties of ULXs.     

A Numerical Model of the SEIS Leveling System Transfer Matrix and Resonances: Application to SEIS Rotational Seismology and Dynamic Ground Interaction

Both sensors of the SEIS instrument (VBBs and SPs) are mounted on the mechanical leveling system (LVL), which has to ensure a level placement on the Martian ground under currently unknown local conditions, and provide the mechanical coupling of the seismometers to the ground. We developed a simplified analytical model of the LVL structure in order to reproduce its mechanical behavior by predicting its resonances and transfer function. This model is implemented numerically and allows to estimate the effects of the LVL on the data recorded by the VBBs and SPs on Mars. The model is validated through comparison with the horizontal resonances (between 35 and 50 Hz) observed in laboratory measurements. These modes prove to be highly dependent of the ground horizontal stiffness and torque. For this reason, an inversion study is performed and the results are compared with some experimental measurements of the LVL feet’s penetration in a martian regolith analog. This comparison shows that the analytical model can be used to estimate the elastic ground properties of the InSight landing site. Another application consists in modeling the 6 sensors on the LVL at their real positions, also considering their sensitivity axes, to study the performances of the global SEIS instrument in translation and rotation. It is found that the high frequency ground rotation can be measured by SEIS and, when compared to the ground acceleration, can provide ways to estimate the phase velocity of the seismic surface waves at shallow depths. Finally, synthetic data from the active seismic experiment made during the HP³ penetration and SEIS rotation noise are compared and used for an inversion of the Rayleigh phase velocity. This confirms the perspectives for rotational seismology with SEIS which will be developed with the SEIS data acquired during the commissioning phase after landing.     

支线机场仪表进近程序模式探讨

机场作为城市的“名片”，对城市经济和文化的发展具有十分重要的作用。在我国，越来越多的中小城市，尤其是地面交通尚不完善的西部地区，已着手研究修建机场的可行性。据有关部门预测，我国今后五年将修建36个支线机场，到2010年我国机场数量将达到170个左右。在这些支线机场的修建中，研究它们适合的仪表进近程序模式是非常必要的，这对节省导航台频率资源、节省机场投资、