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An investigation of liquid sheet atomization is made with combustor simulated inlet air pressures varied from 0.10 to 2.1 MPa. Mean drop diameters are measured with an improved scanning radiometer and correlated with the liquid and air stream Reynolds numbers, RE(1) and RE(A) and the airstream pressure sensitive group GC(2). These data are used in the modeling of the combustion process.
The general idea was to record the air pressure on the spot, that is, without intervening tubes, by some simple automatic registering device. This was therefore made in such small dimensions that it could be inserted into the wing between the ribs and stand in direct connection with the pressure openings. The results of different experiments are presented along with the best locations for locating the instruments for recording the pressure.
This device requires the use of thoracic muscles to maintain prescribed air pressure in the lungs for brief periods. It consists of a clear plastic hollow cylinder fitted with a mouthpiece, a spring-loaded piston, and a small vent for escaping air when exhalation into the mouthpiece displaces the piston.
Lean equivalence ratios from 0.3 to 0.7 were observed. Combustor inlet air pressures were varied from 0.54 to 2.5 MPa, combustor inlet air temperatures from 550 to 700 K, and reference velocities from 8 to 35 meters per second. Autoignition delay times ranged from 15 to 100 milliseconds and varied inversely with pressure. The Arrhenius activation energy was 41,840 joules per mole. Temperature rise data were obtained in a long premixing-prevaporizing tube at a pressure of 0.56 MPa. Preflame temperature rise data were a function of equivalence ratio, inlet air temperature, and tube residence time. Significant temperature rise occurred above temperatures of 760 K, with autoignition occurring at 775 K for equivalence ratios greater than 0.47. The reactions were similar to cool-flame phenomena. Flashback velocities were measured at temperatures of 610 and 700 K, pressure of 0.56 MPa, and equivalence ratios from 0.6 to 1. Flashback velocities varied from 30 to 65 meters per second.
Investigators have shown that after 1-2 weeks of bed rest ingestion of 1000 ml of a salt water solution during 4 hours of continuous exposure to 30 mm Hg of lower body negative pressure will protect plasma volume and orthostatic function for up to 24 hours. We hypothesize that a similar countermeasure will reduce the effects of fluid loss induced by headward fluid shift during space flight. The objective of this flight experiment is to evaluate the efficacy of the proposed countermeasure in reversing these effects on the cardiovascular system. Lower Body Negative Pressure (LBNP) involves exposing the legs and lower abdomen to reduced air pressure. The LBNP device is an air-tight chamber that seals the subject's waist to enclose the lower body. As used in this experiment, LBNP provides both the candidate treatment as well as the means of assessing the effectiveness of the treatment.
Twin-jet afterbody models were investigated by using two balances to measure the thrust-minus-total drag and the afterbody drag, separately, at static conditions and at Mach numbers up to 2.2 for an angle of attack of 0 deg. Hinged-flap convergent-divergent nozzles were tested at subsonic-cruise- and maximum-afterburning-power settings with a high-pressure air system used to provide jet-total-pressure ratios up to 20. Two nozzle lateral spacings were studied, using afterbodies with similar interfairing shapes but with different longitudinal cross-sectional area distributions. Alternate, blunter, interfairings with different shapes for the two spacings, which produced afterbodies having identical cross-sectional area progressions corresponding to an axisymmetric minimum wave-drag configuration, were also tested. The results indicate that the wide-spaced configurations improved the flow field around the nozzles, thereby reducing drag on the cruise nozzles; however, the increased surface and projected cross-sectional areas caused an increase in afterbody drag. Except for a slight advantage with cruise nozzles at subsonic speeds, the wide-spaced configurations had the higher total drag at all other test conditions.
Twin-jet afterbody models were investigated by using two balances to measure separately the thrust minus total drag and the afterbody drag at Mach numbers of 0.0 and 0.50 to 2.20 for a constant angle of attack of 0. Translating shroud cone plug nozzles were tested at dry and maximum afterburning power settings with a high-pressure air system used to provide jet total-pressure ratios up to 20.0. Two nozzle lateral spacings were studied by using afterbodies with several interfairing shapes. The close- and wide-spaced afterbodies had identical cross-sectional area distributions when similar interfairings were installed on each. Nozzle cant angles of -5, 0, and 5 degrees were investigated. The results show that the highest overall performance was generally obtained with the close-spaced afterbody, basic interfairings (no base), and uncanted nozzles.
Twin-jet afterbody models were investigated by using two balances to measure separately the thrust minus total axial force and the afterbody drag at Mach numbers from 0 to 1.3. Angle of attack was varied from minus 2 deg to 8.5 deg. Translating shroud cone plug nozzles were tested at dry-power and maximum-afterburning-power settings with a high-pressure air system used to provide jet total-pressure ratios up to 9.0. Two nozzle lateral spacings were studied by using afterbodies with several interfairing shapes. The close- and wide-spaced afterbodies had identical cross-sectional area distributions when similar interfairings were installed on each. The results show that the highest overall performance was obtained with the close-spaced afterbody and basic interfairings. Increasing angle of attack decreased performance for all configurations and conditions investigated.
As a result of the need for a uniform hot gas test stream for fuel injector development for hydrogen fueled supersonic combustion ramjet engines, an experimental study of injector configuration effect on exit flow uniformity of a hydrogen fueled oxygen replenished, combustion burner was made. Measurements used to investigate the burner nozzle exit profiles were pitot and gas sample measurements. Gas composition and associated temperature profiles were reduced to an acceptable level by burner injector modifications. The effect of the injector modifications was to redistribute the hydrogen fuel, increase the air pressure drop, promote premixing of the oxygen and air, and establish a uniform flow pattern where the oxygen-air mixture comes into contact with the hydrogen fuel. The most sensitive phenomenon which affected the composition profiles was the uniformity of the air distribution supplied to the combustion chamber.
The effect of empennage interference on the drag characteristics of a model with a single engine fighter aft end with convergent-divergent nozzles was studied. The dry and maximum afterburning nozzle power settings were investigated. A high pressure air system was used to provide jet total pressure ratios up to 20.0. In an attempt to quantify and reduce adverse empennage interference and decrease aft-end drag, several empennage arrangements (variable tail surface location), contour bump configurations, and locally contoured afterbodies were investigated. The results of the investigation indicate that empennage interference effects can be significant at transonic and supersonic speeds. The most effective means of reducing adverse empennage interference is the proper relocation of individual tail surfaces. The aft or conventional empennage arrangement produced the highest aft-end drag at all conditions investigated.
The current study is characterized by two distinct phases in the development of the vortex tube (VT) technology as a primary means for in-flight air separation. The purpose of the first phase was to systematically identify parameters that influence oxygen concentration and recovery and to quantify the extent of that influence. To that end, the project team used a series of planned factorial experiments to identify statistically significant variables (factors) and their interactions. These experiments identified a best range of the operating envelope that includes nozzle diameter, orifice diameter, inlet air pressure, and liquid phase content in the inlet air. The best results observed in this envelope were an oxygen content of approximately 68% and a recovery factor of approximately 38%. The primary objectives of the second phase of the current study were to investigate the application effects of the two different air separation efficiency enhancement methods. One of these methods resulted in a concentration increase of 12% and second resulted in a concentration increase of 5%. Several aspects of these methods application are subject to optimize.
The current study is characterized by two distinct phases in the development of the vortex tube (VT) technology as a primary means for in-flight air separation. The purpose of the first phase was to systematically identify parameters that influence oxygen concentration and recovery and to quantify the extent of that influence. To that end, the project team used a series of planned factorial experiments to identify statistically significant variables (factors) and their interactions. These experiments identified a best range of the operating envelope that includes nozzle diameter, orifice diameter, inlet air pressure, and liquid phase content in the inlet air. The best results observed in this envelope were an oxygen content of approximately 68% and a recovery factor of approximately 38%. The primary objectives of the second phase of the current study were to investigate the application effects of the two different air separation efficiency enhancement methods. One of these methods resulted in a concentration increase of 12% and second resulted in a concentration increase of 5%. Several aspects of these methods application are subject to optimize.
The behavior of air pressure fluctuations induced by progressive water waves generated mechanically in a laboratory tank was simulated by solving a modified Orr-Sommerfeld equation in a transformed Eulerian wave-following frame of reference. Solution is obtained by modeling the mean and wave-coherent turbulent Reynolds stresses, the behavior of which in the turbulent boundary layer above the waves was simulated using a turbulent kinetic energy-dissipation model, properly modified to account for free-surface proximity and favorable pressure gradient effects. The distribution of both the wave-coherent turbulent Reynolds stress and pressure amplitudes and their corresponding phase lags was found to agree reasonably well with available laboratory data.
A Wright GR-1820-G200 cylinder was tested over a wide range of fuel-air ratios at maximum permissible power output as limited by knock with three different degrees of valve cooling. The valves used were stock valves (solid inlet valve and hollow sodium-cooled exhaust valve), hollow valves with no coolant, and hollow valves with flowing water as a coolant. Curves showing the variation in maximum permissible values of inlet-air pressure, indicated mean effective pressure, cylinder charge, and indicated specific fuel consumption with change in fuel-air ratio and valve cooling are shown. The use of valves cooled by a stream of water passing through their hollow interiors permitted indicated mean effective pressures 10 percent higher than the mean effective pressures permissible with stock valves when the engine was operated with fuel-air ratios from 0.055 to 0.065. Operation of the engine with lean mixtures with uncooled hollow valves resulted in power output below the output obtained with the stock valves. The data show an increase in maximum permissible indicated mean effective pressure due to cooling the valves, which averages only 2.1 percent with fuel-air ratios from 0.075 to 0.105.
Conditions were determined in a premixing prevaporizing fuel preparation duct at which ignition occurred. An air blast type fuel injector with nineteen fuel injection points was used to provide a uniform spatial fuel air mixture. The range of inlet conditions where ignition occurred were: inlet air temperatures of 600 to 1000 K air pressures of 180 to 660 kPa, equivalence ratios (fuel air ratio divided by stoichiometric fuel air ratio) from 0.12 to 1.05, and velocities from 3.5 to 30 m/s. The duct was insulated and the diameter was 12 cm. Mixing lengths were varied from 16.5 to 47.6 and residence times ranged from 4.6 to 107 ms. The fuel was no. 2 diesel. Results show a strong effect of equivalence ratio, pressure and temperature on the conditions where ignition occurred. The data did not fit the most commonly used model of auto-ignition. A correlation of the conditions where ignition would occur which apply to this test apparatus over the conditions tested is (p/V) phi to the 1.3 power = 0.62 e to the 2804/T power where p is the pressure in kPa, V is the velocity in m/e, phi is the equivalence ratio, and T is the temperature in K. The data scatter was considerable, varying by a maximum value of 5 at a given temperature and equivalence ratio. There was wide spread in the autoignition data contained in the references.
An investigation was made of the cooling characteristics of a P and W R-2800 engine with NACA short-nose high inlet-velocity cowling. The internal aerodynamics of the cowling were studied for ranges of propeller-advance ratio and inlet-velocity ratio obtained by deflection of cowling flaps. Tests included variations of engine power, fuel/air ratio and cooling-air pressure drop. Engine cooling data are presented in the form of cooling correlation curves, and an example for calculation of cooling requirements in flight is included.
A combustor segment 0.457 meter (18 in.) long with a maximum cross section of 0.153 by 0.305 meter (6 by 12 in.) was operated at inlet-air temperatures of 590 and 700 K, inlet-air pressures of 4 and 10 atmospheres, and fuel-air ratios of 0.014 and 0.018 to determine the effect of primary-zone water injection on pollutants from burning either propane or ASTM A-1 fuel. At a simulated takeoff condition of 10 atmospheres and 700 K, multiple-orifice nozzles used to inject water at 1 percent of the airflow rate reduced nitrogen oxides 75 percent with propane and 65 percent with ASTM A-1 fuel. Although carbon monoxide and unburned hydrocarbons increased with water injection, they remained relatively low; and smoke numbers were well below the visibility limit.
Results from a parametric study are presented. Tests were on conducted at inlet air pressure of 300,000 and 500,000 pascals, inlet air temperatures of 600K, 700K and 800K, reference velocites from 20 to 35 meters per second, and equivalent ratios from the lean stability limit to 0.7 using Jet A fuel. The tests were conducted in a closed duct test facility. Results from the test support the theory that flameholder blockage is one of the major determinants of the size and shape of the recirculation zone. The test data show that higher blockage with its larger recirculation zone provides more residence time which leads to more NOx formation.