Considerations of wake-excited vibratory stress in a pusher propeller
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PROPELLERS - CHARACTERISTICS - EFFECT OF COMPRESSI↗
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Effect of Coolant Temperature and Mass Flow on Film Cooling of Turbine Blades
A three-dimensional Navier Stokes code has been used to study the effect of coolant temperature, and coolant to mainstream mass flow ratio on the adiabatic effectiveness of a film-cooled turbine blade. The blade chosen is the VKI rotor with six rows of cooling holes including three rows on the shower head. The mainstream is akin to that under real engine conditions with stagnation temperature = 1900 K and stagnation pressure = 3 MPa. Generally, the adiabatic effectiveness is lower for a higher coolant temperature due to nonlinear effects via the compressibility of air. However, over the suction side of shower-head holes, the effectiveness is higher for a higher coolant temperature than that for a lower coolant temperature when the coolant to mainstream mass flow ratio is 5% or more. For a fixed coolant temperature, the effectiveness passes through a minima on the suction side of shower-head holes as the coolant to mainstream mass flow, ratio increases, while on the pressure side of shower-head holes, the effectiveness decreases with increase in coolant mass flow due to coolant jet lift-off. In all cases, the adiabatic effectiveness is highly three-dimensional.
Garg, Vijay K.↗
Inlet Development for a Rocket Based Combined Cycle, Single Stage to Orbit Vehicle Using Computational Fluid Dynamics
Design and analysis of the inlet for a rocket based combined cycle engine is discussed. Computational fluid dynamics was used in both the design and subsequent analysis. Reynolds averaged Navier-Stokes simulations were performed using both perfect gas and real gas assumptions. An inlet design that operates over the required Mach number range from 0 to 12 was produced. Performance data for cycle analysis was post processed using a stream thrust averaging technique. A detailed performance database for cycle analysis is presented. The effect ot vehicle forebody compression on air capture is also examined.
DeBonis, J. R.↗
Structure-Property Relationship in High Tg Thermosetting Polyimides
This viewgraph presentation gives an overview of the structure-property relationship in high glass transition temperatures (T(sub g)) thermosetting polyimides. The objectives of this work are to replace MDA in PMR-15 with 2,2-substituted benzidine and to evaluate the thermo-oxidative stability and mechanical properties of DMBZ-15 against PMR-15. Details are given on the T(sub g) of polyimide resins, the x-ray crystal structure of 2,2-Bis(trifluoro)benzidine (BFBZ), the isothermal aging of polyimide resins at 288 C under 1 atm of circulating air, the compressive strength of polyimide composites, and a gas evaluation profile of DMBZ-15 polyimide resins.
Chuang, Kathy C.↗
Researches on Preliminary Chemical Reactions in Spark-Ignition Engines
Chemical reactions can demonstrably occur in a fuel-air mixture compressed in the working cylinder of an Otto-cycle (spark ignition) internal-combustion engine even before the charge is ignited by the flame proceeding from the sparking plug. These are the so-called "prelinminary reactions" ("pre-flame" combustion or oxidation), and an exact knowledge of their characteristic development is of great importance for a correct appreciation of the phenomena of engine-knock (detonation), and consequently for its avoidance. Such reactions can be studied either in a working engine cylinder or in a combustion bomb. The first method necessitates a complicated experimental technique, while the second has the disadvantage of enabling only a single reaction to be studied at one time. Consequently, a new series of experiments was inaugurated, conducted in a motored (externally-driven) experimental engine of mixture-compression type, without ignition, the resulting preliminary reactions being detectable and measurable thermometrically.
Muehlner, E.↗
In Situ Multi-Species (O2, N2, Fuel, Other) Fiber Optic Sensor for Fuel Tank Ullage
A rugged and compact fiber optic sensor system for in situ real-time measurement of nitrogen (N2), oxygen (O2), hydrocarbon (HC) fuel vapors, and other gases has been developed over the past several years at Glenn Research Center. The intrinsically-safe, solid-state fiber optic sensor system provides a 1% precision measurement (by volume) of multiple gases in a 5-sec time window. The sensor has no consumable parts to wear out and requires less than 25 W of electrical power to operate. The sensor head is rugged and compact and is ideal for use in harsh environments such as inside an aircraft fuel tank, or as a feedback sensor in the vent-box of an on-board inert gas generation system (OBIGGS). Multiple sensor heads can be monitored with a single optical detection unit for a cost-effective multi-point sensor system. The present sensor technology is unique in its ability to measure N2 concentration directly, and in its ability to differentiate different types of HC fuels. The present sensor system provides value-added aircraft safety information by simultaneously and directly measuring the nitrogen-oxygen-fuel triplet, which provides the following advantages: (1) information regarding the extent of inerting by N2, (2) information regarding the chemical equivalence ratio, (3) information regarding the composition of the aircraft fuel, and (4) by providing a self-consistent calibration by utilizing a singular sensor for all species. Using the extra information made available by this sensor permits the ignitability of a fuel-oxidizer mixture to be more accurately characterized, which may permit a reduction in the amount of inerting required on a real-time basis, and yet still maintain a fire-safe fuel tank. This translates to an increase in fuel tank fire-safety through a better understanding of the physics of fuel ignition, and at the same time, a reduction in compressed bleed air usage and concomitant aircraft operational costs over the long-run. The present fiber optic sensor can also be used as a false-alarm-free engine/hidden/cargo space fire detector (by measuring increased CO2 and CO, and decreased O2), a multi-point in situ measurement and certification system for halogenated-compound fire protection systems, and for the testing and certification of other aircraft safety sensor systems. The technology (LEW-17826-1) developed in the present sensor system is patent pending.
Nguyen, Quang-Viet↗
Supercritical CO2 Cleaning System for Planetary Protection and Contamination Control Applications
Current spacecraft-compatible cleaning protocols involve a vapor degreaser, liquid sonication, and alcohol wiping. These methods are not very effective in removing live and dead microbes from spacecraft piece parts of slightly complicated geometry, such as tubing and loosely fitted nuts and bolts. Contamination control practices are traditionally focused on cleaning and monitoring of particulate and oily residual. Vapor degreaser and outgassing bakeout have not been proven to be effective in removing some less volatile, hydrophilic biomolecules of significant relevance to life detection. A precision cleaning technology was developed using supercritical CO2 (SCC). SCC is used as both solvent and carrier for removing organic and particulate contaminants. Supercritical fluid, like SCC, is characterized by physical and thermal properties that are between those of the pure liquid and gas phases. The fluid density is a function of the temperature and pressure. Its solvating power can be adjusted by changing the pressure or temperature, or adding a secondary solvent such as alcohol or water. Unlike a regular organic solvent, SCC has higher diffusivities, lower viscosity, and lower surface tension. It readily penetrates porous and fibrous solids and can reach hard-to-reach surfaces of the parts with complex geometry. Importantly, the CO2 solvent does not leave any residue. The results using this new cleaning device demonstrated that both supercritical CO2 with 5% water as a co-solvent can achieve cleanliness levels of 0.01 mg/cm2 or less for contaminants of a wide range of hydrophobicities. Experiments under the same conditions using compressed Martian air mix, which consists of 95% CO2, produced similar cleaning effectiveness on the hydrophobic compounds. The main components of the SCC cleaning system are a high-pressure cleaning vessel, a boil-off vessel located downstream from the cleaning vessel, a syringe-type high-pressure pump, a heat exchanger, and a back pressure regulator (BPR). After soaking the parts to be cleaned in the clean vessel for a period, the CO2 with contaminants is flushed out of the cleaning vessel using fresh CO2 in a first-in-first-out (FIFO) method. The contaminants are either precipitating out in the boil-off container or being trapped in a filter subsystem. The parts to be cleaned are secured in a basket inside and can be rotated up to 1,400 rpm by a magnetic drive. The fluid flows within the vessel generate tangential forces on the parts surfaces, enhancing the cleaning effectiveness and shortening the soaking time. During the FIFO flushing, the pump subsystem pushes fresh CO2 into the cleaning vessel at a constant flow rate between 0.01 and 200 mL/min, while the BPR regulates the pressure in the cleaning vessel to within 0.1 bar by controlling the needle position in an outlet valve. The fresh CO2 gas flows through the heat exchanger at a given temperature before entering the cleaning vessel. A platinum resistance thermometer (PRT) reads the cleaning vessel interior temperature that can be controlled to within 0.1 K. As a result, cleaning vessel temperature remains constant during the FIFO flushing. There is no change in solvent power during FIFO flushing since both temperature and pressure inside the cleaning vessel remain unchanged, thus minimizing contaminants left behind. During decompression, both temperature and pressure are strictly controlled to prevent bubbles from generating in the cleaning vessel that could stir up the contaminants that sank to the bottom by gravity.
Lin, Ying↗
An Assessment of Uncertainty in Atmospheric State Measurements on Airborne Platforms
Several federal agencies, including NASA, maintain a fleet of highly specialized research aircraft which are routinely used in airborne science field studies. Well characterized measurements of atmospheric state parameters, such as pressure, ambient temperature, and wind speed are paramount in the ability to perform higher level analysis towards complex research questions. Even though measurements have been made over several decades, they remain a challenge given the compressibility of air along the aircraft axis, instrument placement along the aircraft skin, and the potential for probe contamination. Therefore, a set of redundant measurements is often acquired to ensure a complete instrument time series. This uncertainty assessment takes advantage of various inter-comparison techniques devised to diagnose the temporal and spatial fidelity of atmospheric state parameters, often between different instrumentation sources and aircraft assets. To be discussed are the impacts of this ongoing study, current limitations to the airborne probes, and plans for future work.
Bennett, Ryan↗
Raman Temperature and Density Measurements in Supersonic Jets
Prediction of flow-field properties in supersonic jets using computational fluid dynamics (CFD) code predictions has become routine; however, obtaining accurate solutions becomes more challenging when there is a significant temperature difference between the jet core and the ambient air and/or compressibility effects are significant. Benchmark sets of flow field property data are required in order to assess current CFD capabilities and develop better modeling approaches for these turbulent flow fields where accurate calculation of temperatures and turbulent heat flux is important. Particle Image Velocimetry (PIV), spontaneous rotational Raman scattering (SRS) spectroscopy and Background Oriented Schlieren (BOS) have been previously used to acquire measurements of the mean and root mean square (rms) velocities, the mean and rms gas temperatures and density gradients in subsonic jet flows and film cooling flows. In this work, the ability to measure density is added to the list of measurands available using the acquired Raman spectra. The suite of measurement techniques are now applied to supersonic jet flows. The computation of the local gas pressure in the potential core of an over-expanded jet is demonstrated using the Raman measured gas temperature and density. Additionally, a unique density feature in temperature matched, perfectly expanded jet flow shear layers identified using BOS was verified using the Raman measurement technique. These non-intrusive flow measurements are compared against RANS predictions of the supersonic jet flow properties as a means of assessing their prediction accuracy.
Raman Spectroscopy↗
Considerations on the effect of wind-tunnel walls on oscillating air forces for two-dimensional subsonic compressible flow
This report treats the effect of wind-tunnel walls on the oscillating two-dimensional air forces in a compressible medium. The walls are simulated by the usual method of placing images at appropriate distances above and below the wing. An important result shown is that, for certain conditions of wing frequency, tunnel height, and Mach number, the tunnel and wing may form a resonant system so that the forces on the wing are greatly changed from the condition of no tunnel walls. It is pointed out that similar conditions exist for three-dimensional flow in circular and rectangular tunnels and apparently, within certain Mach number ranges, in tunnels of nonuniform cross section or even in open tunnels or jets.
Runyan, Harry L↗
Engine Performance and Knock Rating of Fuels for High-output Aircraft Engines
Data are presented to show the effects of inlet-air pressure, inlet-air temperature, and compression ratio on the maximum permissible performance obtained on a single-cylinder test engine with aircraft-engine fuels varying from a fuel of 87 octane number to one 100 octane number plus 1 ml of tetraethyl lead per gallon. The data were obtained on a 5-inch by 5.75-inch liquid-cooled engine operating at 2,500 r.p.m. The compression ratio was varied from 6.50 to 8.75. The inlet-air temperature was varied from 120 to 280 F. and the inlet-air pressure from 30 inches of mercury absolute to the highest permissible. The limiting factors for the increase in compression ratio and in inlet-air pressure was the occurrence of either audible or incipient knock. The data are correlated to show that, for any one fuel,there is a definite relationship between the limiting conditions of inlet-air temperature and density at any compression ratio. This relationship is dependent on the combustion-gas temperature and density relationship that causes knock. The report presents a suggested method of rating aircraft-engine fuels based on this relationship. It is concluded that aircraft-engine fuels cannot be satisfactorily rated by any single factor, such as octane number, highest useful compression ratio, or allowable boost pressure. The fuels should be rated by a curve that expresses the limitations of the fuel over a variety of engine conditions.
Rothbrock, A M↗
Development of a Low-Power CO2 Removal and Compression System for Closed-Loop Air Revitalization in Future Spacecraft
The current CO2 removal technology of NASA is very energy intensive and contains many non-optimized subsystems. This paper discusses the design and prototype development of a two-stage CO2 removal and compression system that will utilize much less power than NASA s current CO2 removal technology. This integrated system contains a Nafion membrane followed by a residual water adsorber that performs the function of the desiccant beds in the four-bed molecular sieve (4BMS) system of the International Space Station (ISS). The membrane and the water adsorber are followed by a two-stage CO2 removal and compression subsystem that satisfies the operations of the CO2 adsorbent beds of the 4BMS aid the interface compressor for the Sabatier reactor connection. The two-stage compressor will utilize the principles of temperature-swing adsorption (TSA) compression technology for CO2 removal and compression. The similarities in operation and cycle times of the CO2 removal (first stage) and compression (second stage) operations will allow thermal coupling of the processes to maximize the efficiency of the system. In addition to the low-power advantage, this processor will maintain a lower CO2 concentration in the cabin than that can be achieved by the existing CO2 removal systems. The compact, consolidated, configuration of membrane gas dryer and CO2 separator and compressor will allow continuous recycling of humid air in the cabin and supply of compressed CO2 to the reduction unit for oxygen recovery. The device has potential application to the International Space Station and future, long duration, transit, and planetary missions.
Mulloth, Lila M.↗
Oxygen-enriched air for MHD power plants
Cryogenic air-separation process cycle variations and compression schemes are examined. They are designed to minimize net system power required to supply pressurized, oxygen-enriched air to the combustor of an MHD power plant with a coal input of 2000 MWt. Power requirements and capital costs for oxygen production and enriched air compression for enrichment levels from 13 to 50% are determined. The results are presented as curves from which total compression power requirements can be estimated for any desired enrichment level at any delivery pressure. It is found that oxygen enrichment and recuperative heating of MHD combustor air to 1400 F yields near-term power plant efficiencies in excess of 45%. A minimum power compression system requires 167 MW to supply 330 lb of oxygen per second and costs roughly 100 million dollars. Preliminary studies show MHD/steam power plants to be competitive with plants using high-temperature air preheaters burning gas.
Ebeling, R. W., Jr.↗
Properties of low-aspect-ratio pointed wings at speeds below and above the speed of sound
Low-aspect-ratio wings having pointed plan forms are treated on the assumption that the flow potentials in planes at right angles to the long axis of the airfoils are similar to the corresponding two-dimensional potentials. For the limiting case of small angles of attack and low aspect ratios the theory brings out the following significant properties: (1) The lift of a slender, pointed airfoil moving in the direction of its long axis depends on the increase in width of the sections in a downstream direction. Sections behind the section of maximum width develop no lift. (2) The spanwise loading of such an airfoil is independent of the plan form and approaches the distribution giving a minimum induced drag. (3) The lift distribution of a pointed airfoil travelling point-foremost is relatively unaffected by the compressibility of the air below or above the speed of sound. A best of a triangular airfoil at a Mach number of 1.75 verified the theoretical values of lift and center of pressure.
WINGS, DELTA↗
The Compressibility Burble
Simultaneous air-flow photographs and pressure-distribution measurements have been made of the NACA 4412 airfoil at high speeds in order to determine the physical nature of the compressibility burble. The flow photographs were obtained by the Schlieren method and the pressures were simultaneously measured for 54 stations on the 5-inch-chord wing by means of a multiple-tube photographic manometer. Pressure-measurement results and typical Schlieren photographs are presented. The general nature of the phenomenon called the "compressibility burble" is shown by these experiments. The source of the increased drag is the compression shock that occurs, the excess drag being due to the conversion of a considerable amount of the air-stream kinetic energy into heat at the compression shock.
Stack, John↗
Correlation of knocking characteristics of fuels in an engine having a hemispherical combustion chamber
Data are presented to show the effects of inlet-air pressure, inlet-air temperature, and compression ratio on the maximum permissible performance obtained with having a hemispherical-dome combustion chamber. The five aircraft-engine fuels used have octane numbers varying from 90 to 100 plus 2 ml of tetraethyl lead per gallon. The data were obtained on a 5 1/4-inch by 4 3/4-inch liquid-cooled engine operating at 2,500 r.p.m. The compression ratio was varied from 6.0 to 8.9. The inlet-air temperature was varied from 110 to 310 F. For each set of conditions, the inlet-air pressure was increased until audible knock occurred and then reduced 2 inches of mercury before data were recorded. The results for each fuel can be correlated by plotting the calculated end-gas density factor against the calculated end-gas temperature. Measurements of spark-plugs, cutting off the switch to one spark plug lowered the electrode temperature of that plug from a value of 1,365 F to a value of 957 F. The results indicate that the surface temperatures of combustion-chamber areas which become new sources of ignition markedly increase after ignition.
Rothrock, A M↗
Improving the performance of a compression ignition engine by directing flow of inlet air
The object of this report is to present the results of tests performed by the National Advisory Committee for Aeronautics to determine the effect on engine performance of directing the flow of the inlet air to a 5-inch by 7-inch cylinder, solid injection, compression ignition engine, After a few preliminary tests, comparative runs were made at a speed of 1500 r.p.m. with and without directed air flow. It was found that directing the flow of the inlet air toward the fuel injection valve gave steadier engine operation, and an appreciable increase in power, and decreased fuel consumption. The results indicate the possibility of improving the performance of a given type of combustion chamber without changing its shape and with no change in valve timing. They would also seem to prove that directional turbulence, set up before the inlet valve of a four-stroke cycle engine, continues in the engine cylinder throughout the compression stroke.
Kemper, Carlton↗
Investigation at Mach Numbers 1.5 and 1.7 of Twin-duct Side Air-intake System with 9 Degree Compression Ramp Including Modifications to Boundary-layer-removal Wedges and Effects of a Bypass System
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Obery, Leonard J↗