NASA Technical Memorandum 87231

Computational Engine Structural Analysis

(NASA-T_]-87231) CG_!PUTIL_.iCNAL _NGINE

N86-I 9663
,_RU_.TU_AL ANAL_SiS (NASA) 2i.% p
[C A02/M_ AOi CSCL 20t<

G 3/39

Christos C. Chamis and Robert H. Johns

Lewis Research Center
Cleveland, Ohio

Prepared for the

31st International Gas Turbine Conference and Exhibit
sponsored by the American Society of Mechanical Engineers
Dusseldorf, West Germany, June 8-12, 1986
t
 TABLE OF CONTENTS
Page

SUMMARY ...................... L ........... l

INTRODUCTION - LEWIS'S RESEARCH ACTIVITIES ON

COMPUTATIONAL ENGINE STRUCTURAL ANALYSIS ................ l

AEROELASTICITY OF BLADES ROTORS ..................... 2

HIGH VELOCITY IMPACT OF FAN BLADES .................... 2

BLADE LOSS TRANSIENTS .......................... 2

ROTOR/STATOR/SQUEEZE-FILM-BEARING INTERACTION .............. 3

BLADE-FRAGMENT/ROTOR-BURST CONTAINMENT .................. 4

ADVANCED TURBOPROP STRUCTURAL BEHAVIOR .................. 4

SUMMARY OF RESULTS ............................ 5

REFERENCES ................................ 5
 COMPUTATIONAL
ENGINESTRUCTURAL
ANALYSIS

Chrlstos C. Chamlsand Robert H. Johns

National Aeronautics and SpaceAdministration
Lewis Research Center
Cleveland, Ohio 44135, U.S.A.

SUMMARY

A significant research activity at the NASA Lewis Research Center is the

computational simulation of complex multldlsclplinary engine structural prob-
lems. This simulation is performed using computational engine structural
analysis (CESA) which consists of integrated multldlsclpllnary computer codes
in conjunction with computer post-processlng for "problem-speclflc" applica-
O0
(_.
tion. A variety of the computational simulations of specific cases are
O0 described in some detail in this paper. These case studies include (1) aero-
i,i
elastic behavior of bladed rotors, (2) high velocity impact of fan blades, (3)
blade-loss transient response, (4) rotor/stator/squeeze-film/bearlng interac-
tion, (5) blade-fragment/rotor-burst containment, and (6) structural behavior
of advanced swept turboprops. These representative case studies were selected
to demonstrate the breadth of the problems analyzed and the role of the com-
puter including post-processlng and graphical display of voluminous output
data.

INTRODUCIION

The need for lightweight, durable, fuel-efflcient, cost-competltlve air-

craft requires engine structures which are made from advanced materials
including composites, and which resist higher temperatures, maintain tighter
clearances and reduce maintenance costs. These requirements tend to increase
the complexity of aircraft engines which are already intricate structural
systems consisting of dynamically interacting components. Prediction of the
integrated response of these systems requires complex analytical models (finite
element, for example) as well as complex static, periodic, transient, and
impact analyses. A major engine structures program (fig. l) is currently being
conducted by NASA Lewis, with emphasis on computational engine structural
analysis (CESA). Several independent computer codes for specific aspects of
engine structures modeling and/or structural analysis are being developed as
part of this program. These codes include: (1) interactive finite elements
for bearlng/shaft interaction, (2) engine structural component modeling, (3)
automatic finite element generators, (4) nonlinear analysis with various levels
of sophistication, (5) nonlinear constitutive relationships, (6) automatic
thermal load transfer, (7) blade-loss transient analysis, (8)aeroelastIc
analysis of bladed disks, (9) multimode impact analysis, and (lO) structural
tailoring of engine blades.

Several of these computer codes were briefly described in a previous paper

(ref. l). The objective of this paper is to illustrate typical computational
results obtained from these codes for: (1) aeroelastlc behavior, (2) high-
velocity impact, (3) blade-loss transients, (4) rotor/stator/squeeze film/-
bearing interaction, (5) blade fragment containment, and (6) advanced turbo-
prop structural behavior. The role of the computer in the solution of these
complex multldlscipllnary problems, the post-processlng, and the graphic
display of voluminous results obtained therefrom are emphasized.

AEROELASTICITY

The multldlscipllnary analysis required for predicting aeroelastlc

behavior including flutter is performed by a speclal-purpose code (ref. 2).
This code couples appropriate aerodynamics with the structural response of
bladed, shrouded disks. Flutter is an important aeroelastlc design consider-
ation for fan blades. When it occurs it subjects a blade to hlgh-amplltude
cyclic loading which can rapidly degrade its structural integrity and lead to
blade failure.

Blade failure induces rotor imbalance which, if of sufficient magnitude

can cause rotor stage failure and/or bearing failures, both of which can lead
to catastrophic engine failure, if only very infrequently.

The computer code predicts the flutter speed and the blade motion near or
at this speed. The code uses cyclic symmetry substructurlng concepts and the
wldely-used NASTRAN structural analysis computer code. A computer plot of a
typical sector of a bladed shrouded disk analyzed is shown in figure 2. Com-
puted graphical results of the motion of this sector near flutter speed are
shown exaggerated in figure 3. The character of the motion and location of
high bending (fatigue) stresses are readily observable in this figure.

HIGH VELOCITY IMPACT OF FAN BLADES

High-veloclty impact which can result in foreign object damage (FOD) is an

important design consideration in aircraft turbine engine fan blades. Some
research activities at NASA Lewis focused on developing technology for impact-
resistant fan blades using advanced design concepts and several computer codes
(ref. l).

A computer-produced three-dlmenslonal finite element model for one of these

advanced blade concepts is shown in figure 4. Stress contour plots obtained
using thls flnlte element model are shown in figure 5 for several blade depth
locations or "surfaces." Impact location and blade root stresses obtained
using modal synthesis for transient analysis are summarized in figure 6.

The amount of information associated wlth hlgh-veloclty impact analysis is

very voluminous. Computer post-processlng and computer graphics including
computer-produced movies is the practical way to handle it. Furthermore,
computer color graphics enhance the interpretation of the output relative to
displacement magnitudes, stress distributions and magnitudes, and transient
motion of the impacted blade.

BLADE-LOSS TRANSIENTS

Partial or full blade loss due to impact, for example, causes stage
_mbalance which can induce rotor transient whirling. This type of imbalance
and the resulting transient and steady-state motion must be predictable so
that appropriate tolerances and operating restrictions can be provided. Pre-
diction of blade loss transient response requires an integrated structural
dynamic analysis where the bladed rotor, shaft, and bearings are all modeled
in the analysis. A computer code (Turbine Engine Transient ResponseAnalysis
[TETRA]ref. l) was developed for such an integrated analysis.

TETRAuses the componentelement analysis method with progressively reduced

model complexity as shown in figure 7. TETRA output is also voluminous. Com-
puter graphics is the practical way to display this type of output. Typically
TETRA produces dlsplacement/tlme history plots as shown in figure B, or cor-
responding frequency-domain plots as shown in figure 9. Both of these plots
are valuable and necessary in interpreting the blade loss transient response
and in assessing the adequacy of the design.

ROTOR/STATOR/SQUEEZE-FILM/BEARING INTERACTION

Squeeze-film damper bearings are designed for specified blade-loss transi-

ents and rotor imbalance and vibration. Rotor/squeeze-film/bearlng/ stator
interactions are inherently nonlinear because of: (1) the inherent behavior
characteristics of squeeze films, particularly during transient situations,
and (2) potential structural interactions wherein either large deformation
kinematics or material nonlinearity (plastlcity) are excited.

Because of such behavior, the overall rotor-bearlng-stator computational

simulation must be able to incorporate the various sources of nonlinearity.
Additionally, to enable efficient solutions in situations wherein the behavior
of the model components is linear, the overall simulation scheme must incorpo-
rate substructurlng capabilities. Furthermore, since transient problems need
to be considered, such features must be accommodated by the various integration
algorithms used to solve the governing model equations.

A general purpose squeeze-film-damper/Interactlve-force finite element

model has been developed as part of the NASA Lewis program (refs. 3 to 4).
This finite element model was implanted in a general purpose finite element
computer code. Three different numerical integration methods were also incor-
porated to solve the governing structural dynamics equations of the interactive
finite element. The general purpose code is used subsequently to predict the
structural dynamic response of the rotor/stator coupled structure subjected to
imbalance and impulse type excitations. The structural dynamic responses pre-
dicted include: (1) bearlng/rotor trajectories, (2) stator trajectory, (3)
rotor orbit, and (4) force, velocity and acceleration histories at a given
location in the coupled structure. Three-dimenslonal post-processors are used
to graphically display the predicted results in isometric views. Typical com-
puter post-processlng results are shown in figure lO for a shaft/slngle bearing
interaction, and in figure II for a shaft/multlbearlng interaction. These
graphical results clearly indicate squeeze film pressures, orbit motion, orbit
stability, clearances, and respective margins.
 BLADE-FRAGMENT/ROTOR-BURST
CONTAINMENT

Blade-fragment containment and rotor-burst containment are critical design

requirements for turbine engines for commercial aircraft. The computational
simulation of blade-fragment and/or rotor-burst containment require complex
analyses including fragment tracking, nonlinear material behavior, and predic-
tion of finite strains, large rotations and large displacements. These complex
analyses were developed as part of the NASALewis program and incorporated
into an integrated computer code using nonlinear finite element theory (ref. 5).

The containment computational simulation using thls code starts with the
initial configuration of the containment ring, rotor speed, fragment size, and
fragment location. The simulation proceeds to determine the fragment kinetic
energy, momentum, direction, and impact point on the containment ring. The
transient structural response of the rlng from this contact point Is tracked
as a function of time. The transient structural response generally includes
displacements, strains and stresses.

Because of the importance of fragment containment, extensive experimental

studies have been conducted on specific rotors and containment rings. The
computational simulation results for one of these cases are included herein.
The containment ring geometry and properties and the rotor characteristics are
shown In figure 12. A computer plot of the shape of the deformed ring at about
its maximum deformation is shown in figure 13. Computer plots for the stresses
at the corresponding time are shown in figure 14 for the outer surface and in
figure 15 for the inner surface.

ADVANCED PROPELLER STRUCTURAL BEHAVIOR

The use of thin, highly swept, twisted propeller blades is important to

the development of fuel-efflclent and quiet advanced aircraft. Hlgh sweep
angles produce significant reductions in noise and are therefore a desirable
design feature. However, blades of thls type (thin, highly swept, twisted)
exhibit complex structural response under a centrifugal force field, which
requires special analysis techniques for accurate characterlzatlon. These
techniques are required to establish the structural dynamic response of the
turboprop blades at operating rotor speeds including the avoidance of possible
leading edge buckling under centrifugal loads. Computational simulation
studies (refs. 6 to B) were performed at NASA Lewis to determine analytically
the structural behavior and possible leading edge buckling of advanced, highly
swept turboprop airfoils In centrifugal force fields. Computational simulation
studies were also performed in order to identify any advantages of using "high
performance" composites in order to change the regions of instability. The
theoretical studies were performed using an In-house program (COBSTRAN, ref. l)
designed for composite blade analysis. Schematics of the rotor, the propeller
and the finite element model used in the analyses are shown in figure 16.

Computer output results for rotor speed effects on the vibration mode
shape and potential for leading edge buckling are shown in figure 17. Computer-
plotted mode shapes of the propeller blade superimposed on a Campbell Diagram
are shown in figure 18. Display of the amount of computer output information
summarized In figure 18 would be impractical without computer post-processlng
and graphical display. The availability of all this information in one figure
makes it convenient to assess the adequacy of the design on a quantitative
basis.

SUMMARY OF RESULTS

The complex behavior of integrated aircraft engine structures requires the

solution of interacting multidlsclplinary problems. Some recent research
activities at NASA Lewis focus on computational engine structural analysis
(CESA). CESA is essentially the computational simulation of complex engine
structural behavior using multldlsclpllnary integrated computer programs in
Conjunction with extensive computer post-processlng and graphical display of
computer output. Representative case studies were selected and are described
in some detail to illustrate the role of the computer on the computational
simulation of complex multldlsclpllnary engine structural problems. These
case studies include: (1) aeroelastic behavior of bladed rotors, (2) high
velocity impact of fan blades, (3) blade-loss transient response, (4) rotor/
stator/squeeze-fllm/bearing interaction, (5) blade-fragment/rotor-burst con-
tainment, and (6) structural behavior of advanced swept turboprops. These
representative case studies further demonstrate the indispensable utility of
computer post-processing and graphical display of voluminous analysis results
which make it possible to readily assess the adequacy of a design on a quanti-
tative basis.

REFERENCES

I. Chamls, C.C., "Integrated Analysis of Engine Structures,: NASA TM-B2713,

1981.

2. Smith, G.C.C. and Elchurl, V., "Aeroleastic and Dynamic Finite Element
Analyses of a Blader Shrouded Disk," Textron Bell Aerospace Co., Buffalo,
NY, 1980. (NASA CR-159728)

3. Adams, M.L., Padovan, J., and Fertis, D.G., "Finite Element for Rotor/
Stator Interactive Forces in General Engine Dynamic Simulation,"
EDA-2OI-3A, Akron Univ., Akron, OH, 1980. (NASA CR-165214)

4. Padovan, J., et al., "Engine Dynamic Analysis, with General Nonlinear

Finite Element Codes," Akron Univ., Akron, OH, 1982. (NASA CR-167944)

5. Rodal, J.J.A. and Witmer, E.A., "Finlte-Straln Large-Deflection Elastic-

Vlscoplastlc Finlte-Element Transient Response Analysis of Structures,"
ASRL-TR-154-15, Massachusetts Institute of Technology, Cambrldge, MA,
1979. NASA CR-159874)

6. Aiello, R.A. and Chamls, C.C., "Large Displacement and Stability Analysis
of Nonlinear Propeller Structures," Tenth NASTRAN User's Colloquium, NASA
CP-2249, 1982, pp. I12-132.

7. Chamls, C.C. and Aiello, R.A., Tensile Buckling of Advanced Turboprops,"

Journal of Aircraft, Vol. 20, No. II, Nov. 1983, pp. 907-912.

8. Hirschbeln, M.S., et al., "Structural and Aeroelastlc Analysis of the

SR-TL Propfan," NASA TM-86877, 1985.
 FOREIGNOBJECTDAMAGE STRUCTURAL DESIGN CONCEPTS

,_ ,, ,, COMPOSITE
FOLDED
BU.NE,
• IMPACT ANALYSIS _,_ lg/ FRAME
• LOCAL DAMAGE ANALYSIS I_[-_... __" ,_lll_
• LARGE BLADE DEFLECTION " " .
-(-----_ _ _ " _II
OPTIMIZATION AND _ __-q__ I

£.AUTO AT,C
_ _ " HIGH TEMPERATURESTRUCTURES

METHODS -_:
_ F -_" _ TURBINE BLADE
WITH COOLING COMPLEX
• OPTIMIZATION ENGINESYSTEMS BLADE
PASSAGES LOADING
CRITERIA MODEL TO DISK
• DESIGN ATTACHMENT • COMPLEX GEOMETRIES
TAILORING
• CREEPAND PLASTICITY
• MANY DEGREESOF FREEDOM
• COMPLEX THERMAL AND
• AUTOMATIC MESH GENERATION
MECHANICAL LOADING
• INTEGRATIONOF STATIC STRESS,
• NONLINEAR EFFECTS
THERMAL, AND VIBRATION
ANALYSES

Figure I. - Engine structural components amenable to computational simulation.

 BLADE- 64 PLATEELS

SHROUD - 4 PLATEELS

/ DISK - 12 SOLID ELS

NASA LEWIS ROTOR12

FINITE ELEMENTMODEL
FOR AEROELASTICAND
MODAL ANALYSIS

Figure 2. - Finite element model for

aeroelastic analysis of bladed
shrouded disks.

UNDEFORMED MODE I MODE 2

785 Hz 1830 Hz

Figure 3. - Aeroelastic finite element analysis of bladed shrouded disks

(bell code).
 • 3 ELEMENTS THICK
• 306 ELEMENTS
• .504NODES

TRAILING EDGE

LEADING

CS-81-1470

Figure 4. - Superhybrid composite blade finite element model.

 o_

I 333 (Radial) - Concave Layer I - Case 2 -(Int. Sp.)

u_

333 !Radial) - Convex Layer 3 - Case 2 -(Int. Sp.)

¢D
, 3330(Radial)_ - Concave Layer 2 - Case 2 -(Int. Sp.)

L, _. ._j ] _(_al_-c ...... La,o_-Ca_o_-(_o_._.,

0

ts:_ 'SS3_J±SlVl(]V_
 0r , I _12 000 rpm
-r

__,,"
I__lv
,.,-, 20

-o= .E
m, 40
d
_1,_
Z"
"'0
" 60

8O

t00 ' ' i i i i I I I I

0 200 400 600 800 1000

FREQUENCY,Hz

Figure 9. - Demonstrator model, 100g-in. sudden unbalance at

the fan at 12 000 rpm (spectrum-log mag. versus linear fre-
quency).

Y ," Po = 15 psi
/

t,/
/

/'- STATOR
___- (M2)

",--OILFILM %
Pi : 55 psi-"_Ky
i
MODEL

/--
C LEARA NCE
16-

E
-16 _ 0
0¸

-3-22o4
'

I i
7'I

1_ '_8
12

-
41
i' /'

-4'
/

'4'1z
CIRCLE

mil mil

STATORIROTOR
ORBITS RELATIVEROTORORBITS

Figure 10. - Bearing damper interactive element - pressure and orbit responses.
 : 150 rad/sec
I PI : 1000 Ib
_- ,,-CLEARANCE
S ISIS O.I sec

O.15 sec _ /-ROLLER PREDICTED

ROTORORBIT Z ,
N1-xv_/" BEARING
AT A
SOUEEZE f _._,_ ,.
• O01 LE
DANIPER_,, _ /_>_'..__ C
008[
Yf I"_/\_ _ :1ooo
ib
,___,.
I /'_\ _ M1 : 500 Ib -. 012 0 .012
Y
I B
p___, B E : 30xlO6 psi
r_:=_,, y T- , - r 4 £2 : 150 radlsec
t' _:_'_1 _ _ I : 463 in. I PI : 20 Ib
- z , • 012 I SI : 0 Ib ,_CLEARANCE

MI__/I I A

M2 -/ _S t P
PREDICTED
F I_PI ROTORORBIT Z 0
I ', AT B
A B C

I--L-H--L-A
EI EI
I I I I I I
-. 012
COUPLED STRUCTURE: .008 0 .008
ROTORISTATORISOUEEZE-FILMIBEARING Y

Figure 11. - Structural dynamics analysis using rotorlstatorlsqueeze-filmlbearing interactive finite element.
 /_ uot_ i
//

ZN_ER RADIUS " 7.S0 IN

/- Noo_ s TBICKHESS - 0.625 IN
_XIAL LENGTH . I,SO IH

FX_ITE-_LE__ME___T___^LYSIS
48 E0UAL ELF+mS (FUL_ ¸RINc)
4 DOF/NODB

FRAGMEUTS: 3 EQUAL CIRCULAR

AT 120_OEG. SPACINO

fOR _^C" F I_AGMEN_

RADIUS - 2.SSS IN
MASS - 0.00939S (Ln-SEC2)/IN
_ASS HO_. INER. " 0.0666 IN-LB-SEC 2

TRA.SL. W_., Vf - 5816.7 IA/SEC

_o'r.VEL., _f - 2O79.6 RAD/SEC
ZNITI_ XINETIC ENERGY
TRANSI,ATION_ - Ise,gn IN-L_
RO'rATIONAL - 144,01B IN-LB
•OTAL - 302,9_0 IN-LB

Figure 12. - Geometric, test, and modeling data for the 4130 steel containment ring
subjected to tri-hub T58 rotor burst in NAPTC test 201.

46 _ 47
.- ELEMENT 1
45 _ q /'

e_ 2
44
- 0 FINITE-STRAIN PREDICTION
3

_ 4
X SMALL-STRAIN PREDICTION
43

42 Z
5

41 r',J =- 6

_ 7
4o
c_
39 _- • 9

e,
38

o,

-to ,'o
36 13
Y(IN)
35 14
7

34
15

33
5 ='- _ 1_6

_2 _ _
32 23 _ 22 1 20 19 18

T-
31 6_
26

30 29 28 27

Figure 13. - Deformed configuration 1180 _sec after burst.

 STRAIN (PERCEN _ )
STRnIN [PE'_Cff.N T_

o =,_u, L .... . -_ -_ -_
u u ,x _ x x
c<oe
m
_°

E __ x _ o_su
c- x x_s_ _

_° _, ca<
x Clx
x×o _

ex x_ x ×o o
I---' E s _

O0
0 C"D
_,s s
_u_ u- ss

_,_.._-
a_ °x
_ o e £rJ
o x 3x o¢
_- _

:,_x m oo

s a
_" -_. o x xo _ x o
e x o= x
_-" g
Q
0 _- _ 0
x x ex_o
x:o_o
0
,_:ox
--°
0 ox m i

E
I cu uu ,._
I x xx ,_u_ _ z _
_'_ _

2:
z
 TIP

LEADING ///_

/ //TRAILING

/ /EDGE
HUMPI i
\ ... ROOT
x.---L_
SHANK
PROPERLIFRSTAGE PROPELLERBLADE 423GRIDPOINTS,
744ELEMENTS

Figure 16. - Turbopropstagepropellerand finite element model.

SUMMARY OF TENSILEBUCKLING ROTORSPEEDS CAMPBELL DIAGRAM 600 SWEPT-COMPOSITETURBOPROP

1800
TURBOPROP ROTOR SPEED,
VIBRATION
rpm
800 MODE
UNSWEPT-
N
COMPOSITE 3RD
600
>_-
600 - SWEPT- 12 470 (..)
z
TITANIUM
O 400
600 - SWEPT- I0 950
2ND
COMPOSITE IA-

600 - SWEPT- Ii 370 200

COMPOSITE -- IST
(STIFF +450 PLIES)
I I I
0 4000 8000 12 000
ROTORSPEED, rpm

EFFECTOF ROTOR SPEEDON THE VIBRATION MODE i NODAL LINES, 600 SWEPT
COMPOSITETURBOPROP

0 rpm 3000 rpm 6000 rpm 7500 rpm 9000 rpm

Figure 17. - Structural behavior of advanced turboprops.

 r
8OO

700

600'

500'

• MSCINASTRAN
_0 --
o Experimental

_0

200 _--x.
I
I
100 L_

X
2000 4000 6000 8000
Bladerotational speed, rpm
ANALYSIS MODEL CAMPBELL DIAGRAM

Figure 18. - Composite turboprop vibration analysis.

 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No.

NASA TM-87231
4. Title and Subtitle 5. Report Date

Computational Engine Structural Analysis

6. Performing Organization Code

505-63-II

7. Author(s) 8. Performing Organization Report No.

Chrlstos C. Chamls and Robert H. Johns E-2898

10. Work Unit No.

9. Performing Organization Name and Address

Ill. Contract or Grant No.
National Aeronautics and Space Administration
Lewis Research Center
Cleveland, Ohio 44135 13. Type of Report and Period Covered

12. Sponsoring Agency Name and Address Technical Memorandum

National Aeronautics and Space Administration 14. Sponsoring Agency Code

Washington, D.C. 20546

15. Supplementa_ Notes

Prepared for the 31st International Gas Turbine Conference and Exhibit,
sponsored by the American Society of Mechanical Engineers, Dusseldorf, West
Germany, June 8-12, 1986. Invited paper.

_16. Abstract

A significant research activity at the NASA Lewis Research Center is the.compu-

tational simulation of complex multidlsclpllnary engine structural problems.
This simulation is performed using computational engine structural analysis
(CESA) which consists of integrated multldlsclpllnary computer codes In conjunc-
tion with computer post-processing for "problem-specific" application. A vari-
ety of the computational simulations of specific cases are described in some
detail in this paper. These case studies include (l) aeroelastlc behavior of
bladed rotors, (2) high velocity impact of fan blades, (3) blade-loss translent
response, (4) rotor/stator/squeeze-fllm/bearlng interaction, (5) blade-fragment/
rotor-burst containment, and (6) structural behavior of advanced swept turbo-
props. These representative case studies were selected to demonstrate the
breadth of the problems analyzed and the role of the computer including post-
processing and graphical display of voluminous output data.

17. Key Words (Suggested by Author(s)) 18. Distribution Statement

Engine structures; Structural response; Unclassified - unllmited

Multidisplinary analysis;Cow,outer codes; STAR Category 39
Aeroelasticity;High velocityimpact;Impact
containment;Squeeze-filmbearings;Advanced
turboprops
19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of pages 22. Price*
Unclassified Unclassified

*For sale by the National Technical Information Service, Springfield, Virginia 22161