Professor Emeritus at Georgia Institute of Technology following three careers in military, civil service and academia described in my web site DANIELSCHRAGE.COM
2009 Annual Conference & Exposition Proceedings
is a member of the Engineering Skills group within the Learning, Training and Development (LTD) o... more is a member of the Engineering Skills group within the Learning, Training and Development (LTD) organization at The Boeing Company. He is located in the DC Metro area and works out of Boeing's Rosslyn office in Arlington, VA. His work at Boeing focuses on engineering and technical education research. He is the program manager of the Integrated Design and Manufacturing through Product Lifecycle Management Certificate Program that Boeing has co-developed with Georgia Tech for off-hours continuing education of Boeing employees. He is also heavily involved in a similar program with Purdue University. Dr. Wittenborn earned his Ph.D. from the College of Technology at Purdue University where he was also selected as a Bilsland Dissertation Fellow. His doctoral research focused on distance and engineering education, as well as evaluation and assessment. He also has a M.S. from Purdue University in Computer Graphics Technology, focusing on Virtual Product Integration. He earned his B.S. from Southeast Missouri State University in Technical Computer Graphics. Michael Richey, Boeing Company Michael Richey is Associate Technical Fellow currently assigned to support Workforce development and Learning Science research within the Boeing Company's Learning Training and Development group. Michael is responsible for establishing educational partnerships that integrate Cognitive Learning Sciences into advanced materials and product lifecycle management programs. This effort includes developing immersive and virtual teaming environments that enable flexible student centered learning opportunities. Key programs and customers include 767, 777, 787™ programs. His responsibilities include providing business leadership for engineering technical and professional educational programs. This includes topics in advanced materials i.e., composites and Product Lifecycle Management theories and practices. Michael is responsible for leading cross-organizational teams e.g., academic, government and industry, and approving products for technical feasibility and business project consistency. This includes learning science research, including the application of immersive and cognitive learning theories into academic and industrial settings. Michael holds a Masters degree in International Business from the Ecole Superieure De Commerce De Lille and is currently pursuing a PhD in Organizations and Innovation: Understanding internal and external dynamics of networks at stake using a Complex Adaptive Systems perspective. Michael often represents Boeing internationally and domestically as a speaker-presenter and has authored multiple grants and patents on computer-aided design and manufacturing and published multiple papers addressing different topics in leading journals including;
The value of rotorcrafl simulators in providing increased safety, reduced operating/training cost... more The value of rotorcrafl simulators in providing increased safety, reduced operating/training cost, and enhanced mission training has been well documented in the past 20 years. Because of the increased emphasis on rotorcraft simulation, the FAA has launched a program to establish certification standards for rotorcrafl simulators. This program is aimed at updating both rotorcraft simulator standards and the methods of simulator validation through objective and subjective tests. No methodological and acceptance criteria currently exist for the performance and handling-qualities assessment of rotorcrafl simulators. In order to establish certification criteria, a planned research effort to quantify the system capabilities of "selective fidelity" simulators is required. This paper addresses the initial step toward that goal: the establishment of a method for defining the performance and
5th Symposium on Multidisciplinary Analysis and Optimization, Aug 22, 1994
Over the years, the U. S. rotorcraft industry and NASA have conducted numerous studies to determi... more Over the years, the U. S. rotorcraft industry and NASA have conducted numerous studies to determine possible candidates for a potential High Speed Rotorcraft Concept (HSRC) and to identify and provide suggestions and solutions to technology issues that might hinder the development of such concept. Many feasible concepts have been proposed and studied including the tilt rotor, the tilt wing, the folding tilt rotor, the variable diameter tilt rotor, the advanced canard tilt rotor, the coaxial propfan/folding tilt rotor, and the stopped rotor/wing configuration. Among these concepts, the rotor/wing still remains the least studied compared with the other candidates. This can be attributed primarily to lack of suitable analytical tools to assist the design process and to unfamiliarity with this unconventional concept. The potential success of a stopped rotor/wing configuration can only be determined through direct performance comparisons with the concepts mentioned above using analytical methods of comparable sophistication. The intention of this paper is to address the issues associated with sizing and optimizing a stopped rotor/wing configuration which incorporates a tip jet drive system and Circulation Control devices. In addition, a methodology has been formulated and is presented which forms a foundation upon which a new sizing code capable of handling this unique concept can be developed. Since the subject of this paper deals with a concept that enables relatively uncommon technologies, a review of the physics associated with these concepts is also presented.
Publicreporting burden for thiscollection of information is estimatedto average 1 hour per respon... more Publicreporting burden for thiscollection of information is estimatedto average 1 hour per response, including the time for reviewinginstructions, searchingexistingdata sources, gathering and maintaining the data needed, and completingand reviewing the collectionof information. Send comments regarding his burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to
21st AIAA Applied Aerodynamics Conference, Jun 21, 2003
Skin friction drag and induced drag together account for more than 80 % of the total drag of curr... more Skin friction drag and induced drag together account for more than 80 % of the total drag of current subsonic aircraft. A new probabilistic Natural Laminar Flow (NLF) wing design methodology has been established to minimize these two important sources of drag. Using this method, a synthesis and sizing code is used to estimate the benefits of NLF technology at the system level, and to determine optimal wing planform geometry and wing area for a given set of mission requirements. The chordwise pressure distribution of the optimized NLF wing planform from the sizing code is then parameterized carefully on the basis of physical insights. An inverse aerodynamic design technique is then used to find the corresponding airfoil geometry for a given pressure distribution. A metamodel building method called Response Surface Methodology (RSM) is then used to minimize the total drag of the wing at the design cruise condition given by the sizing code, with respect to the design parameters chosen. In this procedure, the accurate prediction of the onset of laminar-to-turbulent transition is crucial to estimate the skin friction drag. A reasonable approximation is achieved by initially computing the mean flow by means of a Navier-Stokes code, CFL3D, followed by a compressible linear stability analysis code, COSAL3D, to estimate transition location and finally, CFL3D is executed again. At this time, a turbulence model is applied after the predicted transition point for a more accurate skin friction drag prediction. Finally, to account for the uncertainty of the prediction of the transition location, a Monte Carlo Simulation is performed through the use of Response Surface Equations (RSEs). *Member AIAA This paper is a declared work of the U.S. Government and is not subject to copyright protection in the United States.
In this paper, a problem is studied that extends the motives and goals of multi-"discipline" anal... more In this paper, a problem is studied that extends the motives and goals of multi-"discipline" analysis and design to multi-"system" analysis and design. This transition is important since aerospace engineers and designers are increasingly being posed with "system-of-systems" type problems. Future aviation transportation concepts, future package delivery architectures, and future air-traffic management systems are three prime examples of such emerging system-of-systems. An extension to a novel methodology for conducting design trade-offs is presented, representing a critical part of the system engineering process. The new extension is probabilistic in nature and proceeds under the assumption that both requirement ambiguity and technology uncertainty play a key role in the early design exploration of system-of-systems problems. To simulate the interplay between requirements and technologies, a system-of-systems synthesis capability is needed, to serve in much the same capacity as sizing routines serve in aircraft design. System dynamics modeling, especially including causal loop analysis, is employed for this purpose by representing interaction mechanisms between heterogeneous systems. In this way, the sensitivities of overall system-ofsystems responses to both system and intersystem architecture variables can be computed. After an introduction to the problem and a brief survey of related fields, a detailed description of key elements of a new system-of-systems conceptual design method is presented. An example application problem is introduced as the method is presented to further illustrate the approach. This problem involves the design of a package delivery architecture utilizing autonomous, vertical takeoff and landing air vehicles.
Due to the scarcity of good quality uranium resources, the growth of nuclear technology in India ... more Due to the scarcity of good quality uranium resources, the growth of nuclear technology in India is dependent on the utilization of the vast thorium resources. Therefore, Advance Heavy Water Reactor is going to acquire significant role in the scenario of Indian nuclear technology, where (Th, Pu)O 2 will be utilized as fuel in the outermost ring of the reactor core. This will lead to a complex matrix containing thorium as well as americium, which is formed due to bdecay of plutonium. The amount of americium is dependent on the burn up and the storage time of the Pu based fuels. In the present case, attempt was made to develop a method for the determination of americium as well as thorium by ICP-AES. Two emission lines of americium were identified and calibration curves were established for determination of americium. Though the detection limit of 283.236 nm line (5 ng mL-1) of americium was found to be better than that of 408.930 nm (11 ng mL-1), the former line is significantly interfered by large amount of thorium. Three analytical lines (i.e. 283.242, 283.730 and 401.913 nm) of thorium were identified and calibration curves were established along with their detection limits. It was observed that 283.242 and 401.913 nm line are having similar detection limits (18 and 13 ng mL-1 , respectively) which are better than that of 283.730 nm (60 ng mL-1). This can be attributed to the high background of 283.273 nm channel of thorium. The spectral interference study revealed that even small amount of americium has significant contribution on 283.242 nm channel of thorium while the other two channels remain practically unaffected. Considering both these facts, spectral interference and analytical performance (detection limits and sensitivity), it was concluded that 401.913 nm line is the best analytical line out of the three lines for determination of thorium in presence of americium.
2009 Annual Conference & Exposition Proceedings
is a member of the Engineering Skills group within the Learning, Training and Development (LTD) o... more is a member of the Engineering Skills group within the Learning, Training and Development (LTD) organization at The Boeing Company. He is located in the DC Metro area and works out of Boeing's Rosslyn office in Arlington, VA. His work at Boeing focuses on engineering and technical education research. He is the program manager of the Integrated Design and Manufacturing through Product Lifecycle Management Certificate Program that Boeing has co-developed with Georgia Tech for off-hours continuing education of Boeing employees. He is also heavily involved in a similar program with Purdue University. Dr. Wittenborn earned his Ph.D. from the College of Technology at Purdue University where he was also selected as a Bilsland Dissertation Fellow. His doctoral research focused on distance and engineering education, as well as evaluation and assessment. He also has a M.S. from Purdue University in Computer Graphics Technology, focusing on Virtual Product Integration. He earned his B.S. from Southeast Missouri State University in Technical Computer Graphics. Michael Richey, Boeing Company Michael Richey is Associate Technical Fellow currently assigned to support Workforce development and Learning Science research within the Boeing Company's Learning Training and Development group. Michael is responsible for establishing educational partnerships that integrate Cognitive Learning Sciences into advanced materials and product lifecycle management programs. This effort includes developing immersive and virtual teaming environments that enable flexible student centered learning opportunities. Key programs and customers include 767, 777, 787™ programs. His responsibilities include providing business leadership for engineering technical and professional educational programs. This includes topics in advanced materials i.e., composites and Product Lifecycle Management theories and practices. Michael is responsible for leading cross-organizational teams e.g., academic, government and industry, and approving products for technical feasibility and business project consistency. This includes learning science research, including the application of immersive and cognitive learning theories into academic and industrial settings. Michael holds a Masters degree in International Business from the Ecole Superieure De Commerce De Lille and is currently pursuing a PhD in Organizations and Innovation: Understanding internal and external dynamics of networks at stake using a Complex Adaptive Systems perspective. Michael often represents Boeing internationally and domestically as a speaker-presenter and has authored multiple grants and patents on computer-aided design and manufacturing and published multiple papers addressing different topics in leading journals including;
The value of rotorcrafl simulators in providing increased safety, reduced operating/training cost... more The value of rotorcrafl simulators in providing increased safety, reduced operating/training cost, and enhanced mission training has been well documented in the past 20 years. Because of the increased emphasis on rotorcraft simulation, the FAA has launched a program to establish certification standards for rotorcrafl simulators. This program is aimed at updating both rotorcraft simulator standards and the methods of simulator validation through objective and subjective tests. No methodological and acceptance criteria currently exist for the performance and handling-qualities assessment of rotorcrafl simulators. In order to establish certification criteria, a planned research effort to quantify the system capabilities of "selective fidelity" simulators is required. This paper addresses the initial step toward that goal: the establishment of a method for defining the performance and
5th Symposium on Multidisciplinary Analysis and Optimization, Aug 22, 1994
Over the years, the U. S. rotorcraft industry and NASA have conducted numerous studies to determi... more Over the years, the U. S. rotorcraft industry and NASA have conducted numerous studies to determine possible candidates for a potential High Speed Rotorcraft Concept (HSRC) and to identify and provide suggestions and solutions to technology issues that might hinder the development of such concept. Many feasible concepts have been proposed and studied including the tilt rotor, the tilt wing, the folding tilt rotor, the variable diameter tilt rotor, the advanced canard tilt rotor, the coaxial propfan/folding tilt rotor, and the stopped rotor/wing configuration. Among these concepts, the rotor/wing still remains the least studied compared with the other candidates. This can be attributed primarily to lack of suitable analytical tools to assist the design process and to unfamiliarity with this unconventional concept. The potential success of a stopped rotor/wing configuration can only be determined through direct performance comparisons with the concepts mentioned above using analytical methods of comparable sophistication. The intention of this paper is to address the issues associated with sizing and optimizing a stopped rotor/wing configuration which incorporates a tip jet drive system and Circulation Control devices. In addition, a methodology has been formulated and is presented which forms a foundation upon which a new sizing code capable of handling this unique concept can be developed. Since the subject of this paper deals with a concept that enables relatively uncommon technologies, a review of the physics associated with these concepts is also presented.
Publicreporting burden for thiscollection of information is estimatedto average 1 hour per respon... more Publicreporting burden for thiscollection of information is estimatedto average 1 hour per response, including the time for reviewinginstructions, searchingexistingdata sources, gathering and maintaining the data needed, and completingand reviewing the collectionof information. Send comments regarding his burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to
21st AIAA Applied Aerodynamics Conference, Jun 21, 2003
Skin friction drag and induced drag together account for more than 80 % of the total drag of curr... more Skin friction drag and induced drag together account for more than 80 % of the total drag of current subsonic aircraft. A new probabilistic Natural Laminar Flow (NLF) wing design methodology has been established to minimize these two important sources of drag. Using this method, a synthesis and sizing code is used to estimate the benefits of NLF technology at the system level, and to determine optimal wing planform geometry and wing area for a given set of mission requirements. The chordwise pressure distribution of the optimized NLF wing planform from the sizing code is then parameterized carefully on the basis of physical insights. An inverse aerodynamic design technique is then used to find the corresponding airfoil geometry for a given pressure distribution. A metamodel building method called Response Surface Methodology (RSM) is then used to minimize the total drag of the wing at the design cruise condition given by the sizing code, with respect to the design parameters chosen. In this procedure, the accurate prediction of the onset of laminar-to-turbulent transition is crucial to estimate the skin friction drag. A reasonable approximation is achieved by initially computing the mean flow by means of a Navier-Stokes code, CFL3D, followed by a compressible linear stability analysis code, COSAL3D, to estimate transition location and finally, CFL3D is executed again. At this time, a turbulence model is applied after the predicted transition point for a more accurate skin friction drag prediction. Finally, to account for the uncertainty of the prediction of the transition location, a Monte Carlo Simulation is performed through the use of Response Surface Equations (RSEs). *Member AIAA This paper is a declared work of the U.S. Government and is not subject to copyright protection in the United States.
In this paper, a problem is studied that extends the motives and goals of multi-"discipline" anal... more In this paper, a problem is studied that extends the motives and goals of multi-"discipline" analysis and design to multi-"system" analysis and design. This transition is important since aerospace engineers and designers are increasingly being posed with "system-of-systems" type problems. Future aviation transportation concepts, future package delivery architectures, and future air-traffic management systems are three prime examples of such emerging system-of-systems. An extension to a novel methodology for conducting design trade-offs is presented, representing a critical part of the system engineering process. The new extension is probabilistic in nature and proceeds under the assumption that both requirement ambiguity and technology uncertainty play a key role in the early design exploration of system-of-systems problems. To simulate the interplay between requirements and technologies, a system-of-systems synthesis capability is needed, to serve in much the same capacity as sizing routines serve in aircraft design. System dynamics modeling, especially including causal loop analysis, is employed for this purpose by representing interaction mechanisms between heterogeneous systems. In this way, the sensitivities of overall system-ofsystems responses to both system and intersystem architecture variables can be computed. After an introduction to the problem and a brief survey of related fields, a detailed description of key elements of a new system-of-systems conceptual design method is presented. An example application problem is introduced as the method is presented to further illustrate the approach. This problem involves the design of a package delivery architecture utilizing autonomous, vertical takeoff and landing air vehicles.
Due to the scarcity of good quality uranium resources, the growth of nuclear technology in India ... more Due to the scarcity of good quality uranium resources, the growth of nuclear technology in India is dependent on the utilization of the vast thorium resources. Therefore, Advance Heavy Water Reactor is going to acquire significant role in the scenario of Indian nuclear technology, where (Th, Pu)O 2 will be utilized as fuel in the outermost ring of the reactor core. This will lead to a complex matrix containing thorium as well as americium, which is formed due to bdecay of plutonium. The amount of americium is dependent on the burn up and the storage time of the Pu based fuels. In the present case, attempt was made to develop a method for the determination of americium as well as thorium by ICP-AES. Two emission lines of americium were identified and calibration curves were established for determination of americium. Though the detection limit of 283.236 nm line (5 ng mL-1) of americium was found to be better than that of 408.930 nm (11 ng mL-1), the former line is significantly interfered by large amount of thorium. Three analytical lines (i.e. 283.242, 283.730 and 401.913 nm) of thorium were identified and calibration curves were established along with their detection limits. It was observed that 283.242 and 401.913 nm line are having similar detection limits (18 and 13 ng mL-1 , respectively) which are better than that of 283.730 nm (60 ng mL-1). This can be attributed to the high background of 283.273 nm channel of thorium. The spectral interference study revealed that even small amount of americium has significant contribution on 283.242 nm channel of thorium while the other two channels remain practically unaffected. Considering both these facts, spectral interference and analytical performance (detection limits and sensitivity), it was concluded that 401.913 nm line is the best analytical line out of the three lines for determination of thorium in presence of americium.
American Society of Engineering Education National Convention, 2011
High-speed helicopter flight poses many challenges to designers. Many of these challenges result ... more High-speed helicopter flight poses many challenges to designers. Many of these challenges result from the additive nature of the helicopter speed and the rotor rotation on the helicopter's main rotor advancing side. These high speeds result in increased wave drag, impulse noise and vibrations. These disadvantages can be lessened by slowing the main rotor during high speed flight. This paper presents a transmission design that slows the main rotor by up to 50% during high-speed forward flight while maintaining high rotational speed during low-speed flight and hover and maintaining engine efficiency. The transmission design uses a standard planetary gear system with the sun gear as the input and the planetary carrier as the output. It accomplishes its speed variation by allowing the ring gear to rotate at variable speeds controlled by a controller and an electric motor. This design was demonstrated on a theoretical coaxial helicopter. This paper also covers the sizing and synthesis methodology used to perform preliminary design of this transmission.
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