LANDING a helicopter on to the flight deck of a ship can be a formidable task for even the most

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1 Aerodynamic Evaluation of Ship Geometries using CFD and Piloted Helicopter Flight Simulation James S. Forrest, Ieuan Owen and Christopher H. Kääriä Department of Engineering University of Liverpool, Brownlow Hill, Liverpool, L69 3GH, UK Abstract LANDING a helicopter on to the flight deck of a ship can be a formidable task for even the most experienced of pilots. The difficulties associated with the landing task arise due to several environmental factors which are unique to the maritime environment. Sea swell leads to movement of the ship about its principal degrees of freedom (pitch, roll and heave), effectively making the landing spot a moving target; at the same time, air passing over the ship s superstructure forms large-scale turbulent eddies which pass over the landing deck and perturb the aircraft during approach. This region of disturbed flow is known as the ship s airwake, and its severity is dependent on the atmospheric wind speed, the ship s forward speed and the relative wind-over-deck (WOD) angle. The close proximity of the helicopter to the ship during landing makes this a high-risk maneuver and as both ship motion and the ship s airwake are responsible for increasing pilot workload, there is a requirement for ship-helicopter operating limits (SHOL) to minimize the risk of accidents. Imposing such flight envelopes puts a limit on the operational capability of any given ship/helicopter combination, meaning that at certain WOD conditions the airwake is so severe that the ship must change Abstract submitted to the UK NAFEMS Conference 2010 Post-doctoral Research Associate, corresponding author: james.forrest@liverpool.ac.uk Professor of Mechanical Engineering Postgraduate Research Student 1

2 2 its course to provide more favorable conditions for the returning helicopter. Therefore, any aerodynamic modification to the ship which alleviates the adverse effects of the airwake has the potential to reduce the risk associated with helicopter deck landings and provide increased operational capability to maritime helicopter operators. As a first attempt to investigate the effectiveness of such devices, the proposed paper will present the results of a combined aerodynamic and flight simulation study into passive flow control devices applied to the simplified frigate shape (SFS2) shown in Fig. 1. Recent work at the University of Liverpool has demonstrated that the use of ship airwakes generated using time-accurate computational fluid dynamics (CFD), combined with piloted flight simulation, is a promising approach to predicting simulated SHOLs [1 3]. Researchers elsewhere have also used a similar approach with encouraging results [4 6]. One of the benefits that the current authors have found with this method is the ability to obtain pilot feedback during simulated deck landings and then return to the CFD results to investigate the underlying aerodynamic causes of reported workload hot-spots. This approach has led to the identification of several dominant airwake flow features which are responsible for causing elevated workload on the SFS2 research geometry [7]. One particular problem for pilots is regions of coherent high-amplitude/low-frequency turbulence which are shed from sharp egdes and other bluff bodies on the superstructure. A series of passive flow control devices, aimed at breaking up the coherent turbulence shed from the hangar edge, have been designed and attached to a computational model of the SFS2, as shown in Fig. 2. Using the CFD methodology developed by Forrest et al. [2], time-accurate airwake data for each of the modifications has been computed using Detached-Eddy simulation on unstructured polyhedral meshes. Figures 3 and 4 show velocity vectors and contours of λ 2 (indicating the location of vortex cores) over the flight deck for two of the modifications, compared to the unmodified SFS2 geometry. From a preliminary, qualitative, assessment of the flow-fields it can be seen that the cylinder (shown in Figs. 3b and 4b) has a marked influence on the shear layer, resulting in smaller velocity gradients, a thicker mixing layer, and weaker vortical structures. Time-histories of velocity components have been recorded at each of the locations shown in Fig. 5, which correspond to the 75% rotor blade span at various azimuthal locations, and spectral analysis will be performed to determine whether the scales of airwake turbulence at these points have, indeed, been affected by

3 3 the upstream modifications. The airwake data has been converted into look-up tables and exported to the FLIGHTLAB flight simulation environment in the University of Liverpool s HELIFLIGHT-R motion-base flight simulator, which is shown in Fig. 6. The results of a piloted flight trial will be presented, where workload ratings and analysis of pilot control inputs will be used to determine whether the modifications have an appreciable impact on the difficulty of a representative deck landing task. The work presented will demonstrate the feasibility of making retrospective design changes to the shiphelicopter interface and assessing the likely impact of these modifications within a virtual engineering environment. References 1 Forrest, J. S., Owen, I., Padfield, G. D., and Hodge, S. J., Detached-Eddy Simulation of Ship Airwakes for Piloted Helicopter Flight Simulation, 1st International Aerospace CFD Conference, Paris, France, June Forrest, J. S., Hodge, S. J., Owen, I., and Padfield, G. D., Towards Fully Simulated Ship-Helicopter Operating Limits: The Importance of Ship Airwake Fidelity, American Helicopter Society 64th Annual Forum, Vol. 1, Montréal, Canada, 29 April - 1 May 2008, pp Forrest, J. S., Hodge, S. J., Owen, I., and Padfield, G. D., An Investigation of Ship Airwake Phenomena Using Time-Accurate CFD and Piloted Helicopter Flight Simulation, 34th European Rotorcraft Forum, Liverpool, UK, September Advani, S. K. and Wilkinson, C. H., Dynamic Interface Modelling and Simulation - A Unique Challenge, Royal Aeronautical Society Conference on Helicopter Flight Simulation, London, UK, November Bunnell, J. W., An Integrated Time-Varying Airwake in a UH-60 Black Hawk Shipboard Landing Simulation, AIAA Modeling and Simulation Technologies Conference and Exhibit, Montréal, Canada, 6-9 August Roscoe, M. F. and Thompson, Capt. J. H., JSHIP s Dynamic Interface Modeling and Simulation

4 4 System: A Simulation of the UH-60A Helicopter/LHA Shipboard Environment Task, American Helicopter Society 59th Annual Forum, Phoenix, AZ, 6-8 May Forrest, J. S. and Owen, I., An Investigation of Ship Airwakes Using Detached-Eddy Simulation, Computers & Fluids, 2009, Accepted.

5 5 Fig. 1 The Simple Frigate Shape (SFS2) geometry. (a) Cylinder (b) Tabs (c) Saw-tooth Fig. 2 Hangar edge modifications applied to the SFS2 geometry.

6 6 (a) Un-modified (b) Cylinder (c) Tabs Fig. 3 Instantaneous velocity vectors colored by velocity magnitude for a Green 30 wind, plotted on an x-y plane at 83% of hangar height above the deck. (a) Un-modified (b) Cylinder (c) Tabs Fig. 4 Instantaneous contours of λ2 indicating the presence of vortex cores for a Green 30 wind, plotted on an x-y plane at 83% of hangar height above the deck.

7 7 Fig. 5 Sampling points over the SFS2 flight deck. Radial locations are representative of the 75% span location of an SH-60B rotor disk over the landing spot: bottom points at 50% hangar height, middle points at 75% and uppermost points at 100%. (a) (b) Fig. 6 The University of Liverpool s HELIFLIGHT-R motion-base flight simulator. External view (a), internal view (b).

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