The dynamic aircraft threat controller manager apparatuses, methods and systems ("DATCM") transforms flight profile information, terrain, weather/atmospheric data and flight parameter data via DATCM components into comprehensive hazard avoidance optimized flight plans Comprehensive hazard avoidance includes synergistic comprehensive turbulence and airfoil-specific icing data In one implementation, the DATCM comprises a processor and a memory disposed in communication with the processor and storing processor-issuable instructions to receive anticipated flight plan parameter data, obtain weather data based on the flight plan parameter data, obtain atmospheric data based on the flight plan parameter data, and determine a plurality of four-dimensional grid points based on the flight plan parameter data The DATCM may then determine comprehensive hazards mappings With (near) real-time comprehensive hazard information and/or predictive turbulence/icing forecast specific to airfoil type and/or profile parameters, the DATCM may allow aircraft to avoid areas where comprehensive hazard is greater than a predetermined threshold and/or avoid areas where turbulence/icing may occur

Dynamic aircraft threat controller manager apparatuses, methods and systems

A flexible composite sheet or FCS (100) comprising a membrane (102), a substrate (106) coupled to the membrane (100), and a plurality of ridges (104) coupled between the membrane (102) and the substrate (106), wherein a vibratory motion (112) is induced from the flow (114) to at least one segment of the membrane (102) spanning a distance s, wherein the vibratory motion (112) is reflected from at least one segment of the membrane (102) to the flow (114), and wherein a reduction in fluctuations is caused in the flow pressure gradient and free stream velocity U at all frequencies except around f, where f = U/s. The flexible composite sheet of FCS (100) may be coupled to a heat exchanger, a heat sink (350), a wing (15) of an aircraft (140), or a fan.

System and method for using a flexible composite surface for pressure−drop free heat transfer enhancement and flow drag reduction

The DYNAMIC STORM ENVIRONMENT ENGINE (DSEE) transforms flight profiles, atmospheric data, and convective and non-convective turbulence predictions and observations into dynamic turbulence alerts, nowcasts, and optimized flight paths. The DSEE determines four-dimensional grid points for a temporal geographic area and determines atmospheric potential instability and potential turbulence intensity at each grid point. The DSEE masks potential turbulence intensity at least one grid point and determines and outputs at least one of the TKE and the total EDR for each grid point. In some implementations, the DSEE receives a flight profile for an aircraft, including an initial route. The DSEE can identify an initial predicted comprehensive turbulence for the at least one initial route and/or turbulence nowcast, and the predicted comprehensive turbulence and/or turbulence nowcast utilized generate a notification or exception, and/or are used to reroute the aircraft to avoid or minimize the effects of turbulence on the flight.

Dynamic storm environment engine apparatuses, methods and systems

The Dynamic Turbulence Engine Controller Apparatuses, Methods And Systems ("DTEC") transform weather, terrain, and flight parameter data via DTEC components into turbulence avoidance optimized flight plans. In one implementation, the DTEC comprises a processor and a memory disposed in communication with the processor and storing processor-issuable instructions to receive anticipated flight plan parameter data, obtain terrain data based on the flight plan parameter data, obtain atmospheric data based on the flight plan parameter data, and determine a plurality of four-dimensional grid points based on the flight plan parameter data. The DTEC may then determine a non-dimensional mountain wave amplitude and mountain top wave drag, an upper level non-dimensional gravity wave amplitude, and a buoyant turbulent kinetic energy. The DTEC determines a boundary layer eddy dissipation rate, storm velocity, and eddy dissipation rate from updrafts, maximum updraft speed at grid point equilibrium level and storm divergence while the updraft speed is above the equilibrium level and identify storm top. The DTEC determines storm overshoot and storm drag, Doppler speed, eddy dissipation rate above the storm top, and determine eddy dissipation rate from downdrafts. The DTEC then determines the turbulent kinetic energy for each grid point and identifies an at least one flight plan based on the flight plan parameter data and the determined turbulent kinetic energy.

Dynamic turbulence engine controller apparatuses, methods and systems

A fluid-flow simulation over a computer-generated surface is generated using a quasi-simultaneous technique. The simulation includes a fluid-flow mesh of inviscid and boundary-layer fluid cells. An initial fluid property for an inviscid fluid cell is determined using an inviscid fluid simulation that does not simulate fluid viscous effects. An initial boundary-layer fluid property a boundary-layer fluid cell is determined using the initial fluid property and a viscous fluid simulation that simulates fluid viscous effects. An updated boundary-layer fluid property is determined for the boundary-layer fluid cell using the initial fluid property, initial boundary-layer fluid property, and an interaction law. The interaction law approximates the inviscid fluid simulation using a matrix of aerodynamic influence coefficients computed using a two-dimensional surface panel technique and a fluid-property vector. An updated fluid property is determined for the inviscid fluid cell using the updated boundary-layer fluid property.

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Generating inviscid and viscous fluid flow simulations over a surface using a quasi-simultaneous technique

A method is provided to select appropriate material properties for turbulent friction drag reduction, given a specific body (1), configuration and freestream velocity (2). The method is based on a mathematical description of the balance of energy at the interface between the viscoelastic surface and the moving fluid, and permits determination of the interaction of turbulent boundary layer fluctuations with a viscoelastic layer by solving two subtasks -- i.e., a hydrodynamic problem and an elasticity problem, which are coupled by absorption and compliancy coefficients. Displacement, velocity, and energy transfer boundary conditions on a viscoelastic surface are determined, and a Reynolds stress type turbulence model is modified to account for redistribution of turbulent energy in the near-wall of the boundary layer. The invention permits drag reduction by a coating with specified density, thickness, and complex shear modulus to be predicted for a given body geometry and freestream velocity. For practical applications, viscoelastic coatings may be combined with additional structure, including underlying wedges to minimize edge effects for coatings of finite length, and surface riblets, for stabilization of longitudinal vortices.

Design of viscoelastic coatings to reduce turbulent friction drag

FIELD: transport engineering; reduction of resistance to motion by forming viscoelastic coats on bodies. ^ SUBSTANCE: proposed method includes the following operations: (a) estimation of characteristics of turbulent boundary layer at preset rate of free flow making use of boundary conditions for rigid surface having the same shape and size as surface with coat; characteristics include thickness of boundary layer, phase rate and frequency corresponding to maximum energy-carrying disturbances, profiles of average rate, distribution of Raynolds stresses, distribution of shear stress on wall and friction resistance; (b) selection of properties of material of coat including density, complex shear modulus and thickness of coat at which coat subjected to action of stimulating function identical to load formed by this boundary layer and determined at stage (a) ensures maximum flux of energy with no disturbance in surface; (c) estimation of characteristics of boundary layer on coat at preset rate of free flow making use of amplitude of oscillations and energy flux corresponding to properties of material selected at stage (b) including the average rate profiles, distribution of Raynolds stresses, distribution of shear stresses on wall and friction resistance; (d) determination of reduction of friction resistance in percent as ratio to difference between magnitudes of friction resistance with and without coat estimated at stages (a) and (c) to friction resistance determined at stage (a) for determination of quantitative magnitudes of composition and configuration of coat; (e) forming viscoelastic coat from material or combination of materials selected at stages (a) thru (d). ^ EFFECT: enhanced efficiency of reduction of friction resistance. ^ 15 cl, 4 dwg, 1 tbl

Gennadiy A. Voropayev

Papers

Design of viscoelastic coatings to reduce turbulent friction drag

Method of reduction of friction resistance of body by forming viscoelastic coat