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Daniel Guggenheim School of Aerospace Engineering
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ItemImproved gust rejection for a micro coaxial helicopter in urban environments(Georgia Institute of Technology, 2014-08-29) Zarovy, Samuel R.Due to their small size, relative covertness, and high maneuverability, micro rotorcraft are ideal for a plethora of civilian and military applications in an urban environment such as, surveillance, monitoring, mapping, and search and rescue. It is envisioned that these vehicles will operate indoors confined complex spaces, and outside near the ground—among buildings and other obstacles. The aerodynamic velocity fields in these areas are notoriously complex with the mean winds varying spatially and temporally with sharp changes in wind magnitude and direction over small distances. This results in velocity perturbations which are on the same order of magnitude as the maximum flight speeds of micro rotorcraft leading to stall, large attitude perturbations, and loss of control; thus preventing micro rotorcraft from carrying out even the most basic missions. This dissertation starts to fill the void in the literature on this topic by assessing how to design a micro coaxial helicopter with improved gust response in complex urban environments. Both experimental flight tests and modeling and simulation tools are developed and executed to analytically understand the challenges and potential solutions to enable rotorcraft to operate efficiently and robustly in urban environments. A set of performance metrics were developed to provide a framework to assess mission-level performance of micro rotorcraft in both flight experiments and simulation trade studies. A high fidelity dynamic model of a coaxial helicopter was developed to accurately simulate vehicle response to urban wind disturbances. The model was validated using flight experiments in a motion capture facility. Additionally, a dynamic inversion based Gust Rejection Control architecture was developed for the dynamic simulation which included a novel wind estimation algorithm that was utilized to improve controller performance and create a flight envelope protection scheme. The high fidelity dynamic model was employed to perform a variety of trade studies to: analyze vehicle response to prototypical urban wind kernels, understand the affect of wind estimation on the control architecture, assess the level of model fidelity required to adequately simulate vehicle response to urban winds, and identify key platform design parameter trends to improve wind disturbance capabilities. Overall the results show the challenges micro rotorcraft face in urban environments while highlighting some trends that can be helpful for future design and analysis efforts.
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ItemFormulation of control strategies for requirement definition of multi-agent surveillance systems(Georgia Institute of Technology, 2014-08-21) Aksaray, DeryaIn a multi-agent system (MAS), the overall performance is greatly influenced by both the design and the control of the agents. The physical design determines the agent capabilities, and the control strategies drive the agents to pursue their objectives using the available capabilities. The objective of this thesis is to incorporate control strategies in the early conceptual design of an MAS. As such, this thesis proposes a methodology that mainly explores the interdependency between the design variables of the agents and the control strategies used by the agents. The output of the proposed methodology, i.e. the interdependency between the design variables and the control strategies, can be utilized in the requirement analysis as well as in the later design stages to optimize the overall system through some higher fidelity analyses. In this thesis, the proposed methodology is applied to a persistent multi-UAV surveillance problem, whose objective is to increase the situational awareness of a base that receives some instantaneous monitoring information from a group of UAVs. Each UAV has a limited energy capacity and a limited communication range. Accordingly, the connectivity of the communication network becomes essential for the information flow from the UAVs to the base. In long-run missions, the UAVs need to return to the base for refueling with certain frequencies depending on their endurance. Whenever a UAV leaves the surveillance area, the remaining UAVs may need relocation to mitigate the impact of its absence. In the control part of this thesis, a set of energy-aware control strategies are developed for efficient multi-UAV surveillance operations. To this end, this thesis first proposes a decentralized strategy to recover the connectivity of the communication network. Second, it presents two return policies for UAVs to achieve energy-aware persistent surveillance. In the design part of this thesis, a design space exploration is performed to investigate the overall performance by varying a set of design variables and the candidate control strategies. Overall, it is shown that a control strategy used by an MAS affects the influence of the design variables on the mission performance. Furthermore, the proposed methodology identifies the preferable pairs of design variables and control strategies through low fidelity analysis in the early design stages.
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ItemA reliability-based measurement of interoperability for conceptual-level systems of systems(Georgia Institute of Technology, 2014-07-01) Jones Wyatt, Elizabeth AnnThe increasing complexity of net-centric warfare requires assets to cooperate to achieve mission success. Such cooperation requires the integration of many heterogeneous systems into an interoperable system-of-systems (SoS). Interoperability can be considered a metric of an architecture, and must be understood as early as the conceptual design phase. This thesis approaches interoperability by first creating a general definition of interoperability, identifying factors that affect it, surveying existing models of interoperability, and identifying fields that can be leveraged to perform a measurement, including reliability theory and graph theory. The main contribution of this thesis is the development of the Architectural Resource Transfer and Exchange Measurement of Interoperability for Systems of Systems, or ARTEMIS methodology. ARTEMIS first outlines a quantitative measurement of system pair interoperability using reliability in series and in parallel. This step incorporates operational requirements and the capabilities of the system pair. Next, a matrix of interoperability values for each resource exchange in an operational process is constructed. These matrices can be used to calculate the interoperability of a single resource exchange, IResource, and layered to generate a weighted adjacency matrix of the entire SoS. This matrix can be plugged in to a separate model to link interoperability with the mission performance of the system of systems. One output of the M&S is a single value ISoS that can be used to rank architecture alternatives based on their interoperability. This allows decision makers to narrow down a large design space quickly using interoperability as one of several criteria, such as cost, complexity, or risk. A canonical problem was used to test the methodology. A discrete event simulation was constructed to model a small unmanned aircraft system performing a search and rescue mission. Experiments were performed to understand how changing the systems' interoperability affected the overall interoperability; how the resource transfer matrices were layered; and if the outputs could be calculated without time- and computationally-intensive stochastic modeling. It was found that although a series model of reliability could predict a range of IResource, M&S is required to provide exact values useful for ranking. Overall interoperability ISoS can be predicted using a weighted average of IResource, but the weights must be determined by M&S. Because a single interoperability value based on performance is not unique to an architecture configuration, network analysis was conducted to assess further properties of a system of systems that may affect cost or vulnerability of the network. The eigenvalue-based Coefficient of Networked Effects (CNE) was assessed and found to be an appropriate measure of network complexity. Using the outputs of the discrete event simulation, it was found that networks with higher interoperability tended to have more networked effects. However, there was not enough correlation between the two metrics to use them interchangeably. ARTEMIS recommends that both metrics be used to assess a networked SoS. This methodology is of extreme value to decision-makers by enabling trade studies at the SoS level that were not possible previously. It can provide decision-makers with information about an architecture and allow them to compare existing and potential systems of systems during the early phases of acquisition. This method is unique because it does not rely on qualitative assessments of technology maturity or adherence to standards. By enabling a rigorous, objective mathematical measurement of interoperability, decision-makers will better be able to select architecture alternatives that meet interoperability goals and fulfill future capability requirements.
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ItemMulti-scale modeling of nanosecond plasma assisted combustion(Georgia Institute of Technology, 2014-05-20) Nagaraja, SharathThe effect of temperature on fuel-air ignition and combustion (thermal effects) have been widely studied and well understood. However, a comprehensive understanding of nonequilibrium plasma effects (in situ generation of reactive species and radicals combined with gas heating) on the combustion process is still lacking. Over the past decade, research efforts have advanced our knowledge of electron impact kinetics and low temperature chain branching in fuel-air mixtures considerably. In contrast to numerous experimental investigations, research on modeling and simulation of plasma assisted combustion has received less attention. There is a dire need for development of self-consistent numerical models for construction and validation of plasma chemistry mechanisms. High-fidelity numerical models can be invaluable in exploring the plasma effects on ignition and combustion in turbulent and high-speed flow environments, owing to the difficulty in performing spatially resolved quantitative measurements. In this work, we establish a multi-scale modeling framework to simulate the physical and chemical effects of nonequilibrium, nanosecond plasma discharges on reacting flows. The model is capable of resolving electric field transients and electron impact dynamics in sub-ns timescales, as well as calculating the cumulative effects of multiple discharge pulses over ms timescales. Detailed chemistry mechanisms are incorporated to provide deep insight into the plasma kinetic pathways. The modeling framework is utilized to study ignition of H₂-air mixtures subjected to pulsed, nanosecond dielectric barrier discharges in a plane-to-plane geometry. The key kinetic pathways responsible for radicals such as O, H and OH generation from nanosecond discharges over multiple voltage pulses (ns-ms timescales) are quantified. The relative contributions of plasma thermal and kinetic effects in the ignition process are presented. The plasma generated radicals trigger partial fuel oxidation and heat release when the temperature rises above 700 K, after which the process becomes self-sustaining leading to igntion. The ignition kernel growth is primarily due to local plasma chemistry effects rather than flame propagation, and heat transport does not play a significant role. The nanosecond pulse discharge plasma excitation resulted in nearly simultaneous ignition over a large volume, in sharp contrast to hot-spot igniters. Next, the effect of nanosecond pulsed plasma discharges on the ignition characteristics of nC₇H₁₆ and air in a plane-to-plane geometry is studied at a reduced pressure of 20.3 kPa. The plasma generated radicals initiate and significantly accelerate the H abstraction reaction from fuel molecules and trigger a “self-accelerating” feedback loop via low-temperature kinetic pathways. Application of only a few discharge pulses at the beginning reduces the initiation time of the first-stage temperature rise by a factor of 10. The plasma effect after the first stage is shown to be predominantly thermal. A novel plasma-flame modeling framework is developed to study the direct coupling of steady, laminar, low-pressure, premixed flames to highly non-equilibrium, nanosecond-pulsed plasma discharges. The simulations are performed with and without a burst of 200 nanosecond discharge pulses to quantify the effect of non-equilibrium plasma on a pre-existing lean premixed H₂/O₂/N₂ (ϕ = 0.5) flame at 25 torr. Simulation results showed a significant increase in O and H densities due to plasma chemistry, with peak values increasing by a factor of 6 and a factor of 4, respectively. It is demonstrated that Joule heating alone cannot move the temperature and species profiles as far upstream (i.e. closer to the burner surface) as the pulsed plasma source of the same total power. LES (large eddy simulation) of ignition and combustion of H₂ jets injected into a supersonic O₂ crossflow is performed. Nanosecond plasma discharges are studied for their potential to produce radicals and impact on the flame-holding process. The plasma has a significant effect on the O atom distribution near the discharge domain as well as in the leeward side of the second jet. The other species distributions, however, remained unchanged with or without plasma. We believe the reason for this behavior was the high jet momentum ratios considered in the present study. The plasma generated radicals were unable to have an effect on the flame development downstream because of the strong penetration of the cold fuel jet.
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ItemAdvancements in rotor blade cross-sectional analysis using the variational-asymptotic method(Georgia Institute of Technology, 2014-04-07) Rajagopal, AnuragRotor (helicopter/wind turbine) blades are typically slender structures that can be modeled as beams. Beam modeling, however, involves a substantial mathematical formulation that ultimately helps save computational costs. A beam theory for rotor blades must account for (i) initial twist and/or curvature, (ii) inclusion of composite materials, (iii) large displacements and rotations; and be capable of offering significant computational savings compared to a non-linear 3D FEA (Finite Element Analysis). The mathematical foundation of the current effort is the Variational Asymptotic Method (VAM), which is used to rigorously reduce the 3D problem into a 1D or beam problem, i.e., perform a cross-sectional analysis, without any ad hoc assumptions regarding the deformation. Since its inception, the VAM based cross-sectional analysis problem has been in a constant state of flux to expand its horizons and increase its potency; and this is precisely the target at which the objectives of this work are aimed. The problems addressed are the stress-strain-displacement recovery for spanwise non-uniform beams, analytical verification studies for the initial curvature effect, higher fidelity stress-strain-displacement recovery, oblique cross-sectional analysis, modeling of thin-walled beams considering the interaction of small parameters and the analysis of plates of variable thickness. The following are the chief conclusions that can be drawn from this work: 1. In accurately determining the stress, strain and displacement of a spanwise non-uniform beam, an analysis which accounts for the tilting of the normal and the subsequent modification of the stress-traction boundary conditions is required. 2. Asymptotic expansion of the metric tensor of the undeformed state and its powers are needed to capture the stiffnesses of curved beams in tune with elasticity theory. Further improvements in the stiffness matrix can be achieved by a partial transformation to the Generalized Timoshenko theory. 3. For the planar deformation of curved laminated strip-beams, closed-form analytical expressions can be generated for the stiffness matrix and recovery; further certain beam stiffnesses can be extracted not only by a direct 3D to 1D dimensional reduction, but a sequential dimensional reduction, the intermediate being a plate theory. 4. Evaluation of the second-order warping allows for a higher fidelity extraction of stress, strain and displacement with negligible additional computational costs. 5. The definition of a cross section has been expanded to include surfaces which need not be perpendicular to the reference line. 6. Analysis of thin-walled rotor blade segments using asymptotic methods should consider a small parameter associated with the wall thickness; further the analysis procedure can be initiated from a laminated shell theory instead of 3D. 7. Structural analysis of plates of variable thickness involves an 8×8 plate stiffness matrix and 3D recovery which explicitly depend on the parameters describing the thickness, in contrast to the simplistic and erroneous approach of replacing the thickness by its variation.
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ItemPreparing students to incorporate stakeholder requirements in aerospace vehicle design(Georgia Institute of Technology, 2014-04-04) Coso, Alexandra EmelinaThe design of an aerospace vehicle system is a complex integration process driven by technological developments, stakeholder and mission needs, cost, and schedule. The vehicle then operates in an equally complex context, dependent on many aspects of the environment, the performance of stakeholders and the quality of the design itself. Satisfying the needs of all stakeholders is a complicated challenge for designers and engineers, and stakeholder requirements are, at times, neglected in design decisions. Thus, it is critical to examine how to better incorporate stakeholder requirements earlier and throughout the design process. The intent of this research is to (1) examine how stakeholder considerations are currently integrated into aerospace vehicle design practice and curricula, (2) design empirically-informed and theoretically-grounded educational interventions for an aerospace design capstone course, and (3) isolate the characteristics of the interventions and learning environment which support students’ integration of stakeholder considerations. The first research phase identified how stakeholder considerations are taken into account within an aerospace vehicle design firm and in current aerospace engineering design curricula. Interviews with aerospace designers revealed six conditions at the group, interaction and individual levels affecting the integration of stakeholder considerations. Examining current curricula, aerospace design education relies on quantitative measures. Thus, many students are not introduced to stakeholder considerations that are challenging to quantify. In addition, at the start of an aerospace engineering senior design capstone course, students were found to have some understanding of the customer and a few contextual considerations, but in general students did not see the impact of the broader context or of stakeholders outside of the customer. The second research phase comprised the design and evaluation of a Requirements Lab and Stakeholders in Design Labs, two in-class interventions implemented in a senior aircraft design capstone course. Further, a Stakeholders in Design rubric was developed to evaluate students’ design understanding and integration of stakeholder considerations and, as such, can be used as a summative assessment tool. The two interventions were evaluated using a multi-level framework to examine student capstone design projects, a written evaluation, and observations of students’ design team meetings. The findings demonstrated an increase in students’ awareness of a diverse group of stakeholders, but also perceptions that students appeared to only integrate stakeholder considerations in cases where interactions with stakeholders were possible and the design requirements had an explicit stakeholder focus. Particular aspects of the aircraft design learning environment such as the lack of explicit stakeholder requirements, the differences between the learning environment in the two semesters of the course, and the availability of tools impacted students’ integration of stakeholder considerations and overall effectiveness of the interventions. This research serves as a starting point for future research in pedagogical techniques and assessment methods for integrating stakeholder requirements into technology-focused design capstone courses. The results can also inform the vehicle design education of students and engineers from other disciplines.
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ItemSelf-sustained combustion of low grade solid fuels in a stagnation-point reverse-flow combustor(Georgia Institute of Technology, 2013-08-27) Radhakrishnan, ArunThis thesis investigates the use of the Stagnation-Point Reverse-Flow (SPRF) combustor geometry for burning low-grade solid fuels that are attractive for specific industrial applications because of their low cost and on-site availability. These fuels are in general, hard to burn, either because of high moisture and impurity-content, e.g. biomass, or their low-volatiles content, e.g., petroleum-coke. This results in various challenges to the combustor designer, for example reduced flame stability and poor combustion efficiency. Conventional solutions include preheating the incoming flow as well as co-firing with high-grade fuels. The SPRF combustor geometry has been chosen because it was demonstrated to operate stably on standard gaseous and liquid-fuels corresponding to ultra fuel-lean conditions and power densities at atmospheric-pressure around 20-25 MW/m3. Previous studies on the SPRF combustor have proven that the unique, reverse flow-geometry allows entrainment of near-adiabatic products into the incoming reactants, thereby enhancing the reactivity of the mixture. Further, the presence of the stagnation-end created a region of low mean velocities and high levels of unsteadiness and mixing-rates that supported the reaction-zones. In this study, we examine the performance of the SPRF geometry on a specific low grade solid fuel, petroleum coke. There are three main goals of this thesis. The first goal is the design of a SPRF combustor to operate on solid-fuels based on a design-scaling methodology, as well as demonstration of successful operation corresponding to a baseline condition. The second goal involves understanding the mode of operation of the SPRF combustor on solid-fuels based on visualization studies. The third goal of this thesis is developing and using reduced-order models to better understand and predict the ignition and quasi-steady burning behavior of dispersed-phase particles in the SPRF combustor. The SPRF combustor has been demonstrated to operate stably on pure-oxygen and a slurry made from water and petroleum-coke, both at the baseline conditions (125 kW, 18 g/s, ~25 µm particles) and higher power-densities and powder sizes. For an overall combustor length less than a meter, combustion is not complete (global combustion efficiency less than 70%). Luminance imaging results indicate the incoming reactant jet ignites and exhibits intense burning at the mid-combustor region, around 15 jet diameters downstream of the inlet, most likely due to enhanced mixing as a result of the highly unsteady velocity field. This roughly corresponds to the location of the reaction zones in the previous SPRF combustors operating on gas and liquid fuels. Planar laser visualization of the reacting flow-field using particle-scattering reveals that ignition of a significant amount of the reactants occurs only after the incoming jet has broken into reactant packets. Post-ignition, these burning packets burn out slowly as they reverse direction and exit the combustor on either side of the central injector. This is unlike the behavior in liquid and gas-fueled operation where the incoming reactants burned across a highly corrugated, thin-flame front. Based on these findings, as well as the results of previous SPRF studies, an idealized model of combustor operation based on a plug flow reactor has been developed. The predictions suggest that fuel-conversion efficiency is enhanced by the combustor operating pressure and lowered by the heat-losses. Overall, this effort has shown the SPRF geometry is a promising compact-combustor concept for self-sustained operation on low-grade solid-fuels for typical high-pressure applications such as direct steam-generation. Based on these findings, it is recommended that future designs for the specific application previously mentioned have a shorter base-combustor with lower heat-losses and a longer steam-generation section for injection of water.
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ItemEffects of engine placement and morphing on nonlinear aeroelastic behavior of flying wing aircraft(Georgia Institute of Technology, 2013-08-26) Mardanpour, PezhmanEffects of engine placement on flutter characteristics of a very flexible high-aspect-ratio wing are investigated using the code NATASHA (Nonlinear Aeroelastic Trim And Stability of HALE Aircraft). The analysis was validated against published results for divergence and flutter of swept wings and found to be in excellent agreement with the experimental results of the classical wing of Goland. Moreover, modal frequencies and damping obtained for the Goland wing were found in excellent agreement with published results based on a new continuum-based unsteady aerodynamic formulation. Gravity for this class of wings plays an important role in flutter characteristics. In the absence of aerodynamic and gravitational forces and without an engine, the kinetic energy of the first two modes are calculated. Maximum and minimum flutter speed locations coincide with the area of minimum and maximum kinetic energy of the second bending and torsion modes. Time-dependent dynamic behavior of a turboshaft engine (JetCat SP5) is simulated with a transient engine model and the nonlinear aeroelastic response of the wing to the engine's time-dependent thrust and dynamic excitation is presented. Below the flutter speed, at the wing tip and behind the elastic axis, the impulse engine excitation leads to a stable limit cycle oscillation; and for the ramp kind of excitation, beyond the flutter speed, at 75% span, behind the elastic axis, it produces chaotic oscillation of the wing. Both the excitations above the flutter speed are stabilized, on the inboard portion of the wing. Effects of engine placement and sweep on flutter characteristics of a backswept flying wing resembling the Horten IV are explored using NATASHA. This aircraft exhibits a non-oscillatory yawing instability, expected in aircraft with neither a vertical tail nor yaw control. More important, however, is the presence of a low frequency “body-freedom flutter” mode. The aircraft center of gravity was held fixed during the study, which allowed aircraft controls to trim similarly for each engine location, and minimized flutter speed variations along the inboard span. Maximum flutter speed occurred for engine placement just outboard of 60% span with engine center of gravity forward of the elastic axis. The body-freedom flutter mode was largely unaffected by the engine placement except for cases in which the engine is placed at the wing tip and near the elastic axis. In the absence of engines, aerodynamics, and gravity, a region of minimum kinetic energy density for the first symmetric free-free bending mode is also near the 60% span. A possible relationship between the favorable flutter characteristics obtained by placing the engines at that point and the region of minimum kinetic energy is briefly explored. Effects of multiple engine placement on a similar type of aircraft are studied. The results showed that multiple engine placement increases flutter speed particularly when the engines are placed in the outboard portion of the wing (60% to 70% span), forward of the elastic axis, while the lift to drag ratio is affected negligibly. The behavior of the sub- and supercritical eigenvalues is studied for two cases of engine placement. NATASHA captures a hump body-freedom flutter with low frequency for the clean wing case, which disappears as the engines are placed on the wings. In neither case is there any apparent coalescence between the unstable modes. NATASHA captures other non-oscillatory unstable roots with very small amplitude, apparently originating with flight dynamics. For the clean-wing case, in the absence of aerodynamic and gravitational forces, the regions of minimum kinetic energy density for the first and third bending modes are located around 60% span. For the second mode, this kinetic energy density has local minima around the 20% and 80% span. The regions of minimum kinetic energy of these modes are in agreement with calculations that show a noticeable increase in flutter speed at these regions if engines are placed forward of the elastic axis. High Altitude, Long Endurance (HALE) aircraft can achieve sustained, uninterrupted flight time if they use solar power. Wing morphing of solar powered HALE aircraft can significantly increase solar energy absorbency. An example of the kind of morphing considered in this thesis requires the wings to fold so as to orient a solar panel to be hit more directly by the sun's rays at specific times of the day. In this study solar powered HALE flying wing aircraft are modeled with three beams with lockable hinge connections. Such aircraft are shown to be capable of morphing passively, following the sun by means of aerodynamic forces and engine thrusts. The analysis underlying NATASHA was extended to include the ability to simulate morphing of the aircraft into a “Z” configuration. Because of the “long endurance” feature of HALE aircraft, such morphing needs to be done without relying on actuators and at as near zero energy cost as possible. The emphasis of this study is to substantially demonstrate the processes required to passively morph a flying wing into a Z-shaped configuration and back again.
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ItemA representation method for large and complex engineering design datasets with sequential outputs(Georgia Institute of Technology, 2013-08-22) Iwata, CurtisThis research addresses the problem of creating surrogate models of high-level operations and sustainment (O&S) simulations with time sequential (TS) outputs. O&S is a continuous process of using and maintaining assets such as a fleet of aircraft, and the infrastructure to support this process is the O&S system. To track the performance of the O&S system, metrics such as operational availability are recorded and reported as a time history. Modeling and simulation (M&S) is often used as a preliminary tool to study the impact of implementing changes to O&S systems such as investing in new technologies and changing the inventory policies. A visual analytics (VA) interface is useful to navigate the data from the M&S process so that these options can be compared, and surrogate modeling enables some key features of the VA interface such as interpolation and interactivity. Fitting a surrogate model is difficult to TS data because of its size and nonlinear behavior. The Surrogate Modeling and Regression of Time Sequences (SMARTS) methodology was proposed to address this problem. An intermediate domain Z was calculated from the simulation output data in a way that a point in Z corresponds to a unique TS shape or pattern. A regression was then fit to capture the entire range of possible TS shapes using Z as the inputs, and a separate regression was fit to transform the inputs into the Z. The method was tested on output data from an O&S simulation model and compared against other regression methods for statistical accuracy and visual consistency. The proposed methodology was shown to be conditionally better than the other methodologies.
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ItemA multidisciplinary framework for mission effectiveness quantification and assessment of micro autonomous systems and technologies(Georgia Institute of Technology, 2013-08-21) Mian, Zohaib TariqMicro Autonomous Systems and Technologies (MAST) is an Army Research Laboratory (ARL) sponsored project based on a consortium of revolutionary academic and industrial research institutions working together to develop new technologies in the field of microelectronics, autonomy, micromechanics and integration. The overarching goal of the MAST consortium is to develop autonomous, multifunctional, and collaborative ensembles of microsystems to enhance small unit tactical situational awareness in urban and complex terrain. Unmanned systems are used to obtain intelligence at the macro level, but there is no real-time intelligence asset at the squad level. MAST seeks to provide that asset. Consequently, multiple integrated MAST heterogeneous platforms (e.g. crawlers, flyers, etc.) working together synergistically as an ensemble shall be capable of autonomously performing a wide spectrum of operational functions based on the latest developments in micro-mechanics, micro-electronics, and power technologies to achieve the desired operational objectives. The design of such vehicles is, by nature, highly constrained in terms of size, weight and power. Technologists are trying to understand the impacts of developing state-of-the-art technologies on the MAST systems while the operators are trying to define strategies and tactics on how to use these systems. These two different perspectives create an integration gap. The operators understand the capabilities needed on the field of deployment but not necessarily the technologies, while the technologists understand the physics of the technologies but not necessarily how they will be deployed, utilized, and operated during a mission. This not only results in a major requirements disconnect, representing the difference of perspectives between soldiers and the researchers, but also demonstrates the lack of quantified means to assess the technology gap in terms of mission requirements. This necessitates the quantification and resolution of the requirements disconnect and technology gap leading to re-definitions of the requirements based on mission scenarios. A research plan, built on a technical approach based on the simultaneous application of decomposition and re-composition or 'Top-down' and 'Bottom-up' approaches, was used for development of a structured and traceable methodology. The developed methodology is implemented through an integrated framework consisting of various decision-making tools, modeling and simulation, and experimental data farming and validation. The major obstacles in the development of the presented framework stemmed from the fact that all MAST technologies are revolutionary in nature, with no available historical data, sizing and synthesis codes or reliable physics-based models. The inherently multidisciplinary, multi-objective and uncertain nature of MAST technologies makes it very difficult to map mission level objectives to measurable engineering metrics. It involves the optimization of multiple disciplines such as Aero, CS/CE, ME, EE, Biology, etc., and of multiple objectives such as mission performance, tactics, vehicle attributes, etc. Furthermore, the concept space is enormous with hundreds of billions of alternatives, and largely includes future technologies with low Technology Readiness Level (TRL) resulting in high uncertainty. The presented framework is a cyber-physical design and analysis suite that combines Warfighter mission needs and expert technologist knowledge with a set of design and optimization tools, models, and experiments in order to provide a quantitative measure of the requirements disconnect and technology gap mentioned above. This quantification provides the basis for re-definitions of the requirements that are realistic in nature and ensure mission success. The research presents the development of this methodology and framework to address the core research objectives. The developed framework was then implemented on two mission scenarios that are of interest to the MAST consortium and Army Research Laboratory, namely, Joppa Urban Dwelling and Black Hawk Down Interior Building Reconnaissance. Results demonstrate the framework’s validity and serve as proof of concept for bridging the requirements disconnect between the Warfighter and the technologists. Billions of alternative MAST vehicles, composed of current and future technologies, were modeled and simulated, as part of a swarm, to evaluate their mission performance. In-depth analyses of the experiments, conducted as part of the research, presents quantitative technology gaps that needs to be addressed by technologist for successful mission completion. Quantitative values for vehicle specifications and systems' Measures of Performance were determined for acceptable level of performance for the given missions. The consolidated results were used for defining mission based requirements of MAST systems.