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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 181 records · Page 10
All sourcesNASA NTRSDOE OSTI
NASA NTRS1983

The mechanics of delamination in fiber-reinforced composite materials. I - Stress singularities and solution structure

The fundamental mechanics of delamination in fiber composite laminates is studied. Mathematical formulation of the problem is based on laminate anisotropic elasticity theory and interlaminar fracture mechanics concepts. Stress singularities and complete solution structures associated with general composite delaminations are determined. For a fully open delamination with traction-free surfaces, oscillatory stress singularities always appear, leading to physically inadmissible field solutions. A refined model is introduced by considering a partially closed delamination with crack surfaces in finite-length contact. Stress singularities associated with a partially closed delamination having frictional crack-surface contact are determined, and are found to be different from the inverse square-root one of the frictionless-contact case. In the case of a delamination with very small area of crack closure, a simplified model having a square-root stress singularity is employed by taking the limit of the partially closed delamination. The possible presence of logarithmic-type stress singularity is examined; no logarithmic singularity of any kind is found in the composite delamination problem. Numerical examples of dominant stress singularities are shown for delaminations having crack-tip closure with different frictional coefficients between general (1) and (2) graphite-epoxy composites. Previously announced in STAR as N84-13221

Wang, S. S.↗
NASA NTRS1985

Hot corrosion of sintered alpha-SiC at 1000 C

The hot corrosion of sintered alpha-SiC by thin films of Na2SO4 and Na2CO3 was studied at 1000 C in controlled gas atmospheres. Under all conditions, corrosion led to 10 to 20 times the amount of SiO2 formed in pure oxidation after a 48-h exposure. In addition, small amounts of sodium silicate formed. Melts of Na2SO4/SO3 caused uniform pitting of the SiC substrate; Na2CO3/CO2 melts caused localized pitting and grain-boundary attack. In all cases, the protective SiO2 layer dissolved to form silicate, leading to corrosion. In the sulfate case, free carbon in the SiC promotes this process. In all cases the presence of liquid films is responsible for rapid transport rates and the subsequent rapid reaction.

Jacobson, N. S.↗
NASA NTRS1985

High Marangoni number convection in a square cavity

Steady thermocapillary flows in a square cavity are computed using a finite difference procedure. Accurate numerical solutions are obtained for as high a Reynolds number as possible, in order to characterize the nature of strongly convective flows of this general class. Only the case of capillary number going to zero is considered, so that the free surface is assumed flat at the leading order. Surface deflections are computed by domain perturbation. Boundary layer formation at different values of the Prandtl number is observed at large values of the Marangoni number and Re. The numerical results are used to infer the relevant scalings of a consistent boundary layer picture of the flow, valid asymptotically as Re goes to infinity.

Zebib, A.↗
NASA NTRS1986

Comment on 'Convergence characteristics of a vortex-lattice method for nonlinear configuration aerodynamics'

It is proposed that the study of Rusak et al. (1985), which reports numerical modeling sensitivities on longitudinal force/moment properties for a vortex-lattice method incorporating free vortex filaments to represent the leading-edge vortex separation, employs a formula that is strongly affected by the particular points of analysis chosen. This results in a narrowly applicable curve fit, where numerical sensitivities of the theory are inappropriately traded off against physical effects that are not modeled in that theory. Attention is also given to questionable drag estimate computations.

Luckring, J. M.↗
NASA NTRS1990

The effect of small streamwise velocity distortion on the boundary layer flow over a thin flat plate with application to boundary layer stability theory

Researchers show how an initially linear spanwise disturbance in the free stream velocity field is amplified by leading edge bluntness effects and ultimately leads to a small amplitude but linear spanwise motion far downstream from the edge. This spanwise motion is imposed on the boundary layer flow and ultimately causes an order-one change in its profile shape. The modified profiles are highly unstable and can support Tollmein-Schlichting wave growth well upstream of the theoretical lower branch of the neutral stability curve for a Blasius boundary layer.

Goldstein, M. E.↗
NASA NTRS1991

Unsteady surface pressure measurements on a slender delta wing undergoing limit cycle wing rock

An experimental investigation of slender wing limit cycle motion known as wing rock was investigated using two unique experimental systems. Dynamic roll moment measurements and visualization data on the leading edge vortices were obtained using a free to roll apparatus that incorporates an airbearing spindle. In addition, both static and unsteady surface pressure data was measured on the top and bottom surfaces of the model. To obtain the unsteady surface pressure data a new computer controller drive system was developed to accurately reproduce the free to roll time history motions. The data from these experiments include, roll angle time histories, vortex trajectory data on the position of the vortices relative to the model's surface, and surface pressure measurements as a function of roll angle when the model is stationary or undergoing a wing rock motion. The roll time history data was numerically differentiated to determine the dynamic roll moment coefficient. An analysis of these data revealed that the primary mechanism for the limit cycle behavior was a time lag in the position of the vortices normal to the wing surface.

Arena, Andrew S., Jr.↗
NASA NTRS1992

Reduction of wing rock amplitudes using leading-edge vortex manipulations

A mechanically operated leading edge flap system was used to perturb leading edge vortex position on a free-to-roll double-delta wing. The motion of the flaps was synchronized with the wing rolling oscillations and the effect of the phase shift between the oscillations of the wing and the flaps was investigated. Experimental results indicated that this simple approach was effective in reducing the amplitude of the unintended rolling motion and its implementation to actual airplane configurations is rather simple.

Walton, James↗
NASA NTRS1994

Symmetry breaking in O4(+): An application of the Brueckner coupled-cluster method

A recent calculation of the antisymmetric stretch frequency for the rectangular structure of quartet O4(+) using the singles and doubles quadratic configuration interaction method with a perturbational estimate of connected triple excitations (QCISD(T)) method gave a value of 3710 cm(exp -1). This anomalous frequency is shown to be a consequence of symmetry breaking effects, which occur even though the QCISD(T) solution derived from a delocalized SCF reference function lies energetically well below the two localized (symmetry-broken) solutions at the equilibrium geometry. The symmetry breaking is almost eliminated at the CCSD level of theory, but the small remaining symmetry breaking effects are magnified at the CCSD(T) level of theory so that the antisymmetric stretch frequency is still significantly in error. The use of the Brueckner coupled cluster method, however, leads to a symmetrical solution which is free of symmetry breaking effects, with an antisymmetric stretch frequency of 1322 cm(exp -1), in good agreement with our earlier calculations using the complete active space self consistent field/complete active space state interaction (CASSCF/CASSI) method.

Barnes, Leslie A.↗
NASA NTRS1993

Kinetic physics of the mirror instability

Kinetic mechanisms for the growth and saturation of the mirror instability are described using one-dimensional hybrid simulations. Two parameter regimes are considered. In the first regime, a relatively small ion anisotropy excites a slowly growing instability that produces small-amplitude waves; most ions respond to the waves as an adiabatic fluid. In the second regime a large anisotropy excites a rapidly growing instability that generates large-amplitude waves; the response of many ions in this case is nonadiabatic. The difference in ion response is due to the relative importance of two ion populations, resonant and nonresonant. Resonant ions, those ions with low velocities parallel to the background magnetic field, contribute to the growth of the instability as a result of their gyrointeractions with the noncoplanar component of the waves electric field and respond to the mirror waves nonadiabatically. Nonreasonant ions, those with large parallel velocities, respond as an adiabatic fluid. In both regimes, ion anisotropy is reduced by means of the magnetic mirror force; in the second regime, the anisotropy reduction reduces the free energy available for wave growth and leads to the saturation of the mirror instability.

Mckean, M. E.↗
NASA NTRS1997

Effect of Velocity and Temperature Distribution at the Hole Exit on Film Cooling of Turbine Blades

An existing three-dimensional Navier-Stokes code (Arnone et al, 1991), modified Turbine Branch, to include film cooling considerations (Garg and Gaugler, 1994), has been used to study the effect of coolant velocity and temperature distribution at the hole exit on the heat transfer coefficient on three film-cooled turbine blades, namely, the C3X vane, the VKI rotor, and the ACE rotor. Results are also compared with the experimental data for all the blades. Moreover, Mayle's transition criterion (1991), Forest's model for augmentation of leading edge heat transfer due to free-stream turbulence (1977), and Crawford's model for augmentation of eddy viscosity due to film cooling (Crawford et al, 1980) are used. Use of Mayle's and Forest's models is relevant only for the ACE rotor due to the absence of showerhead cooling on this rotor. It is found that, in some cases, the effect of distribution of coolant velocity and temperature at the hole exit can be as much as 60 percent on the heat transfer coefficient at the blade suction surface, and 50 percent at the pressure surface. Also, different effects are observed on the pressure and suction surface depending upon the blade as well as upon the hole shape, conical or cylindrical.

Garg, V. K.↗
NASA NTRS2012

Morpheus: Advancing Technologies for Human Exploration

NASA's Morpheus Project has developed and tested a prototype planetary lander capable of vertical takeoff and landing. Designed to serve as a vertical testbed (VTB) for advanced spacecraft technologies, the vehicle provides a platform for bringing technologies from the laboratory into an integrated flight system at relatively low cost. This allows individual technologies to mature into capabilities that can be incorporated into human exploration missions. The Morpheus vehicle is propelled by a LOX/Methane engine and sized to carry a payload of 1100 lb to the lunar surface. In addition to VTB vehicles, the Project s major elements include ground support systems and an operations facility. Initial testing will demonstrate technologies used to perform autonomous hazard avoidance and precision landing on a lunar or other planetary surface. The Morpheus vehicle successfully performed a set of integrated vehicle test flights including hot-fire and tethered hover tests, leading up to un-tethered free-flights. The initial phase of this development and testing campaign is being conducted on-site at the Johnson Space Center (JSC), with the first fully integrated vehicle firing its engine less than one year after project initiation. Designed, developed, manufactured and operated in-house by engineers at JSC, the Morpheus Project represents an unprecedented departure from recent NASA programs that traditionally require longer, more expensive development lifecycles and testing at remote, dedicated testing facilities. Morpheus testing includes three major types of integrated tests. A hot-fire (HF) is a static vehicle test of the LOX/Methane propulsion system. Tether tests (TT) have the vehicle suspended above the ground using a crane, which allows testing of the propulsion and integrated Guidance, Navigation, and Control (GN&C) in hovering flight without the risk of a vehicle departure or crash. Morpheus free-flights (FF) test the complete Morpheus system without the additional safeguards provided during tether. A variety of free-flight trajectories are planned to incrementally build up to a fully functional Morpheus lander capable of flying planetary landing trajectories. In FY12, these tests will culminate with autonomous flights simulating a 1 km lunar approach trajectory, hazard avoidance maneuvers and precision landing in a prepared hazard field at the Kennedy Space Center (KSC). This paper describes Morpheus integrated testing campaign, infrastructure, and facilities, and the payloads being incorporated on the vehicle. The Project s fast pace, rapid prototyping, frequent testing, and lessons learned depart from traditional engineering development at JSC. The Morpheus team employs lean, agile development with a guiding belief that technologies offer promise, but capabilities offer solutions, achievable without astronomical costs and timelines.

Olansen, Jon B.↗
NASA NTRS2005

Free-to-Roll Investigation of the Pre-Production F/A-18E Powered Approach Wing Drop

A free-to-roll study of the low-speed lateral characteristics of the pre-production F/A-18E was conducted in the NASA Langley 12-Foot Low-Speed Tunnel. In developmental flight tests the F/A-18E unexpectedly experienced uncommanded lateral motions in the power approach configuration. The objective of this study was to determine the feasibility of using the free-to-roll technique for the detection of uncommanded lateral motions for the pre-production F/A-18E in the power approach configuration. The data revealed that this technique in conjunction with static data revealed insight into the cause of the lateral motions. The free-to-roll technique identified uncommanded lateral motions at the same angle-of-attack range as experienced in flight tests. The cause of the uncommanded lateral motions was unsteady asymmetric wing stall. The paper also shows that free-to-roll data or static force and moment data alone are not enough to accurately capture the potential for an aircraft to experience uncommanded lateral motion.

VERTICAL TAIL↗
NASA NTRS1951

Investigation of the Low-Speed Stability and Control Characteristics of a 1/10-Scale Model of the Douglas XF4D-1 Airplane in the Langley Free-Flight Tunnel TED No. NACA DE 349

An investigation of the low-speed, power-off stability and control characteristics of a 1/10-scale model of the Douglas XF4D-1 airplane has been made in the Langley free-flight tunnel. The model was flown with leading-edge slats retracted and extended over a lift-coefficient range from 0.5 to the stall. Only relatively low-altitude conditions were simulated and no attempt was made to determine the effect on the stability characteristics of freeing the controls. The longitudinal stability and control characteristics of the model were satisfactory for all conditions investigated except near the stall with slats extended, where the model had a slight nosing-up tendency. The lateral stability and control characteristics of the model were considered satisfactory for all conditions investigated except near the stall with slats retracted, where a change in sign of the static- directional-stability parameter Cn(sub beta) caused the model to be directionally divergent. The addition of an extension to the top of the vertical tail did not increase Cn(sub beta) enough to eliminate the directional divergence of the model, but a large increase in Cn(sub beta) that was obtainable by artificial means appeared to eliminate the divergence and flights near the stall could be made. Artificially increasing the stability derivative-Cn(sub r) (yawing moment due to yawing) and Cn(sub p) (yawing moment due to rolling) had little effect on the divergence for the range of these parameters investigated. Calculations indicate that the damping of the lateral oscillation of the airplane with slats retracted or extended will be satisfactory at sea level but will be only marginally satisfactory at 40,000 feet.

Johnson, Joseph L.↗
NASA NTRS2001

Calculating Free Energies Using Average Force

A new, general formula that connects the derivatives of the free energy along the selected, generalized coordinates of the system with the instantaneous force acting on these coordinates is derived. The instantaneous force is defined as the force acting on the coordinate of interest so that when it is subtracted from the equations of motion the acceleration along this coordinate is zero. The formula applies to simulations in which the selected coordinates are either unconstrained or constrained to fixed values. It is shown that in the latter case the formula reduces to the expression previously derived by den Otter and Briels. If simulations are carried out without constraining the coordinates of interest, the formula leads to a new method for calculating the free energy changes along these coordinates. This method is tested in two examples - rotation around the C-C bond of 1,2-dichloroethane immersed in water and transfer of fluoromethane across the water-hexane interface. The calculated free energies are compared with those obtained by two commonly used methods. One of them relies on determining the probability density function of finding the system at different values of the selected coordinate and the other requires calculating the average force at discrete locations along this coordinate in a series of constrained simulations. The free energies calculated by these three methods are in excellent agreement. The relative advantages of each method are discussed.

Darve, Eric↗
NASA NTRS1980

Coronal heating by stochastic magnetic pumping

Recent observational data cast serious doubt on the widely held view that the Sun's corona is heated by traveling waves (acoustic or magnetohydrodynamic). It is proposed that the energy responsible for heating the corona is derived from the free energy of the coronal magnetic field derived from motion of the 'feet' of magnetic field lines in the photosphere. Stochastic motion of the feet of magnetic field lines leads, on the average, to a linear increase of magnetic free energy with time. This rate of energy input is calculated for a simple model of a single thin flux tube. The model appears to agree well with observational data if the magnetic flux originates in small regions of high magnetic field strength. On combining this energy input with estimates of energy loss by radiation and of energy redistribution by thermal conduction, we obtain scaling laws for density and temperature in terms of length and coronal magnetic field strength.

Sturrock, P. A.↗
NASA NTRS1981

Coronal heating by stochastic magnetic pumping

Recent observational data cast serious doubt on the widely held view that the sun's corona is heated by traveling waves (acoustic or magnetohydrodynamic). It is here proposed that the energy responsible for heating the corona is derived from the free energy of the coronal magnetic field derived from motion of the 'feet' of magnetic field lines in the photosphere. Stochastic motion of the feet of magnetic field lines leads, on the average, to a linear increase of magnetic free energy with time. This rate of energy input is calculated for a simple model of a single thin flux tube. The model appears to agree well with observational data if the magnetic flux originates in small regions of high magnetic field strength as proposed by Tarbell et al. (1979). On combining this energy input with estimates of energy loss by radiation and of energy redistribution by thermal conduction, scaling laws are obtained for density and temperature in terms of length and coronal magnetic field strength.

Sturrock, P. A.↗
NASA NTRS2004

A Parametric Study of Jet Interactions with Rarefied Flow

Three-dimensional computational techniques, in particular the uncoupled CFD-DSMC of the present study, are available to be applied to problems such as jet interactions with variable density regions ranging from a continuum jet to a rarefied free stream. When the value of the jet to free stream momentum flux ratio approximately greater than 2000 for a sharp leading edge flat plate forward separation vortices induced by the jet interaction are present near the surface. Also as the free stream number density n (infinity) decreases, the extent and magnitude of normalized pressure increases and moves upstream of the nozzle exit. Thus for the flat plate model the effect of decreasing n (infinity) is to change the sign of the moment caused by the jet interaction on the flat plate surface.

Glass, C. E.↗
NASA NTRS2000

Turbine Airfoil With CMC Leading-Edge Concept Tested Under Simulated Gas Turbine Conditions

Silicon-based ceramics have been proposed as component materials for gas turbine engine hot-sections. When the Navy s Harrier fighter experienced engine (Pegasus F402) failure because of leading-edge durability problems on the second-stage high-pressure turbine vane, the Office of Naval Research came to the NASA Glenn Research Center at Lewis Field for test support in evaluating a concept for eliminating the vane-edge degradation. The High Pressure Burner Rig (HPBR) was selected for testing since it could provide temperature, pressure, velocity, and combustion gas compositions that closely simulate the engine environment. The study focused on equipping the stationary metal airfoil (Pegasus F402) with a ceramic matrix composite (CMC) leading-edge insert and evaluating the feasibility and benefits of such a configuration. The test exposed the component, with and without the CMC insert, to the harsh engine environment in an unloaded condition, with cooling to provide temperature relief to the metal blade underneath. The insert was made using an AlliedSignal Composites, Inc., enhanced HiNicalon (Nippon Carbon Co. LTD., Yokohama, Japan) fiber-reinforced silicon carbide composite (SiC/SiC CMC) material fabricated via chemical vapor infiltration. This insert was 45-mils thick and occupied a recessed area in the leading edge and shroud of the vane. It was designed to be free floating with an end cap design. The HPBR tests provided a comparative evaluation of the temperature response and leading-edge durability and included cycling the airfoils between simulated idle, lift, and cruise flight conditions. In addition, the airfoils were aircooled, uniquely instrumented, and exposed to the exact set of internal and external conditions, which included gas temperatures in excess of 1370 C (2500 F). In addition to documenting the temperature response of the metal vane for comparison with the CMC, a demonstration of improved leading-edge durability was a primary goal. First, the metal vane was tested for a total of 150 cycles. Both the leading edge and trailing edge of the blade exhibited fatigue cracking and burn-through similar to the failures experienced in service by the F402 engine. Next, an airfoil, fitted with the ceramic leading edge insert, was exposed for 200 cycles. The temperature response of those HPBR cycles indicated a reduced internal metal temperature, by as much as 600 F at the midspan location for the same surface temperature (2100 F). After testing, the composite insert appeared intact, with no signs of failure on either the vane s leading or trailing edge. Only a slight oxide scale, as would be expected, was noted on the insert. Overall, the CMC insert performed similarly to a thick thermal barrier coating. With a small air gap between the metal and the SiC/SiC leading edge, heat transfer from the CMC to the metal alloy was low, effectively lowering the temperatures. The insert's performance has proven that an uncooled CMC can be engineered and designed to withstand the thermal up-shock experienced during the severe lift conditions in the Pegasus engine. The design of the leading-edge insert, which minimized thermal stresses in the SiC/SiC CMC, showed that the CMC/metal assembly can be engineered to be a functioning component.

Robinson, R. Craig↗