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At least 235 records · Page 13

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NASA NTRS2013

Numerical Study of Transmission Loss Through a Slow Gas Layer Adjacent to a Plate

This paper describes a systematic numerical investigation of the sound transmission loss through a multilayer system consisting of a bagged gas and lightweight panel. The goal of the study is to better understand the effect of the gas on transmission loss and determine whether a gas with a slow speed of sound is beneficial for noise control applications. As part of the study, the density and speed of sound of the gas are varied independently to assess the impact of each on transmission loss. Results show that near grazing incidence the plane wave transmission loss through the multilayer system is more sensitive to the speed of sound than the density of the gas. In addition, it was found that a slow wave speed in the bagged gas provides more low-frequency transmission loss benefit than a fast wave speed. At low angles of incidence, close to the plate normal, the benefit is due to the reduction of the characteristic impedance of the gas. At high angles of incidence, the benefit is attributed to the fact that the incident waves at the air/gas interface are bent towards the surface normal. Since transmission loss is angle dependent, refraction in the slow gas layer results in a significant improvement in the transmission loss at high angles of incidence.

Schiller, Noah H.↗

NASA NTRS1991

Corporate Jet

Gulfstream Aerospace Corporation, Savannah, GA, used a version of a NASA program called WIBCO to design a wing for the Gulfstream IV (G-IV) which will help to reduce transonic drag (created by shock waves that develop as an airplane approaches the speed of sound). The G-IV cruises at 88 percent of the speed of sound, and holds the international record in its class for round-the-world flight. They also used the STANS5 and Profile programs in the design. They will use the NASA program GASP to help determine the gross weight, range, speed, payload and optimum wing area of an intercontinental supersonic business jet being developed in cooperation with Sukhoi Design Bureau, a Soviet organization.

Source record↗

NASA NTRS2014

Spectroscopic Measurement Techniques for Aerospace Flows

The conditions that characterize aerospace flows are so varied, that a single diagnostic technique is not sufficient for its measurement. Fluid dynamists use knowledge of similarity to help categorize and focus on different flow conditions. For example, the Reynolds number represents the ratio of inertial to viscous forces in a flow. When the velocity scales, length scales, and gas density are large and the magnitude of the molecular viscosity is low, the Reynolds number becomes large. This corresponds to large scale vehicles (e.g Airbus A380), fast moving objects (e.g. artillery projectiles), vehicles in dense fluids (e.g. submarine in water), or flows with low dynamic viscosity (e.g. skydiver in air). In each of these cases, the inertial forces dominate viscous forces, and unsteady turbulent fluctuations in the flow variables are observed. In contrast, flows with small length scales (e.g. dispersion of micro-particles in a solid rocket nozzle), slow moving objects (e.g. micro aerial vehicles), flows with low density gases (e.g. atmospheric re-entry), or fluids with a large magnitude of viscosity (e.g. engine coolant flow), all have low Reynolds numbers. In these cases, viscous forces become very important and often the flows can be steady and laminar. The Mach number, which is the ratio of the velocity to the speed of sound in the medium, also helps to differentiate types of flows. At very low Mach numbers, acoustic waves travel much faster than the object, and the flow can be assumed to be incompressible (e.g. Cessna 172 aircraft). As the object speed approaches the speed of sound, the gas density can become variable (e.g. flow over wing of Learjet 85). When the object speed is higher than the speed of sound (Ma > 1), the presences of shock waves and other gas dynamic features can become important to the vehicle performance (e.g. SR-71 Blackbird). In the hypersonic flow regime (Ma > 5), large changes in temperature begin to affect flow properties, causing real-gas effects to occur (e.g. X-43 Scramjet). At even higher Mach numbers, chemistry and nonequilibrium effects come into play (e.g. Startdust re-entry capsule), further complicating the measurement. These limits can be predicted by calculating the ratio of chemical and thermal relaxation time to the flow time scales. Other non-dimensional numbers can be used to further differentiate types of aerospace flows.

Danehy, Paul M.↗

NASA NTRS1976

Experimental determination of sound and high-speed flow interaction

A facility that was used to measure the interaction of flow with sound at high Mach numbers is described. Four inlets with different area variations (or axial gradients) were tested. Sound of selected frequencies and modes (0,0), (1,0), (2,0) was generated with eight circumferential acoustic drivers.

Lumsdaine, E.↗

NASA NTRSDate not supplied

An exact solution of an augmented Burgers equation and amplitude-dependent acoustic propagation speed

Nonlinear sound propagation in the atmosphere is usually modeled using an augmented Burgers equation accounting for a weak nonlinearity and atmospheric absorption. Because the absorption includes the molecular vibrational relaxation, such a Burgers equation is more complex than the regular Burgers equation that only accounts for the thermoviscous dissipation in the absorption. Although an exact solution of the regular Burgers equation has long been derived using the Cole- Hopf transform, an exact solution of the augmented Burgers equation has not been derived previously. Thus, this paper presents an exact solution of the augmented Burgers equation. This novel solution is shown to be equivalent to the solution using the Cole-Hopf transform when the absorption only involves thermoviscous dissipation. It can also be reduced to the known solution of an N-wave when the absorption is ignored. The augmented Burgers equation is an approximation valid for weak nonlinearity. However, this assumption may not be accurate for acoustic signals propagating from the lower atmosphere and which are subsequently refracted downward from the upper atmosphere (e.g., stratosphere and thermosphere) due to the decreasing air density with increasing altitude [Lonzaga, et al., Geophysical Journal International, 200(3), pp.1347-1361]. Consequently, the current paper also discusses the effects of a strong nonlinearity that lead to an amplitude-dependent increase in signal propagation speed. For an impulsive signal such as a sonic boom, these effects cause a dispersion of the signal similar to the observed dispersion of acoustic signals from supersonic Concorde as well as from large explosions.

Joel B Lonzaga↗

NASA NTRS1932

Aerodynamic characteristics of circular-arc airfoils at high speeds

The aerodynamic characteristics of eight circular-arc airfoils at speeds of 0.5, 0.8, 0.95, and 1.08 times the speed of sound have been determined in an open-jet air stream 2 inches in diameter, using models of 1-inch chord. The lower surface of each airfoil was plane; the upper surface was cylindrical. As compared with the measurements described in NACA-TR-319, the circular-arc airfoils at speeds of 0.95 and 1.08 times the speed of sound are more efficient than airfoils of the R. A. F. or Clark Y families. At a speed of 0.5 times the speed of sound, the thick circular-arc sections are extremely inefficient, but thin sections compare favorably with those of the R. A. F. family. A moderate round of the sharp edges changes the characteristics very little and is in many instances beneficial. The results indicate that the section of the blades of propellers intended for use at high tip-speeds should be of the circular-arc form for the outer part of the blade and should be changed gradually to the R. A. F. or Clark Y form as the hub is approached.

Briggs, L J↗

NASA NTRS1986

Laser sounding of instantaneous and mean speed of wind using correlation method

The correlation methods for laser sounding of wind speed are based on mutual processing of lidar signals scattered from several spatially separated volumes at each altitude investigated. The time of atmospheric aerosol transport between the scattering volumes estimated by the position of maximum of the mutual correlation function is the measure of corresponding wind speed. In this case the distance between the scattering volumes (the measuring base), defining the time of aerosol movement through the measuring base also determines the lidar possibilities for measuring the instantaneous (during the time interval of several seconds) or the mean wind speed (some minutes). Based on the experimental investigations performed using two lidars, these possibilites are analyzed.

Zuev, V. E.↗

NASA NTRS2001

Overview of Propulsion Systems for a Mars Aircraft

The capabilities and performance of an aircraft depends greatly on the ability of the propulsion system to provide thrust. Since the beginning of powered flight, performance has increased in step with advancements in aircraft propulsion systems. These advances in technology from combustion engines to jets and rockets have enabled aircraft to exploit our atmospheric environment and fly at altitudes near the Earth's surface to near orbit at speeds ranging from hovering to several times the speed of sound. One of the main advantages of our atmosphere for these propulsion systems is the availability of oxygen. Getting oxygen basically "free" from the atmosphere dramatically increases the performance and capabilities of an aircraft. This is one of the reasons our present-day aircraft can perform such a wide range of tasks. But this advantage is limited to Earth; if we want to fly an aircraft on another planetary body, such as Mars, we will either have to carry our own source of oxygen or use a propulsion system that does not require it. The Mars atmosphere, composed mainly of carbon dioxide, is very thin. Because of this low atmospheric density, an aircraft flying on Mars will most likely be operating, in aerodynamical terms, within a very low Reynolds number regime. Also, the speed of sound within the Martian environment is approximately 20 percent less than it is on Earth. The reduction in the speed of sound plays an important role in the aerodynamic performance of both the aircraft itself and the components of the propulsion system, such as the propeller. This low Reynolds number-high Mach number flight regime is a unique flight environment that is very rarely encountered here on Earth.

Colozza, Anthony J.↗

NASA NTRS1976

Economy of flight at supersonic speeds

Prandtl's theory is used to determine the airflow over bodies and wings adapted to supersonic flight. By making use of these results, and by incorporating in them an allowance for the probable skin friction, some estimates of expected lift-drag ratios are made for various flight speeds with the best configuration. At each speed a slender body and wings having the best angle of sweepback are considered. For the range of supersonic speeds shown an airplane of normal density and loading would be required to operate at an altitude of the order of 60,000 feet. The limiting value of 1-1/2 times the speed of sound corresponds to a flight speed of 1000 miles per hour. At this speed about 1.5 miles per gallon of fuel are expected. It is interesting to note that this value corresponds to a value of more than 15 miles per gallon when the weight is reduced to correspond to that of an ordinary automobile.

Jones, R. T.↗

NASA NTRS1974

Transcutaneous measurement of volume blood flow

Blood flow velocity measurements, using Doppler velocimeter, are described. The ability to measure blood velocity using ultrasound is derived from the Doppler effect; the change in frequency which occurs when sound is reflected or transmitted from a moving target. When ultrasound of the appropriate frequency is transmitted through a moving blood stream, the blood cells act as point scatterers of ultrasonic energy. If this scattered ultrasonic energy is detected, it is found to be shifted in frequency according to the velocity of the blood cells, nu, the frequency of the incident sound, f sub o, the speed of sound in the medium, c, and the angle between the sound beam and the velocity vector, o. The relation describing this effect is known as the Doppler equation. Delta f = 2 f sub o x nu x cos alpha/c. The theoretical and experimental methods are evaluated.

Daigle, R. E.↗

NASA NTRS1939

Tests of Airfoils Designed to Delay the Compressibility Burble

Development of airfoil sections suitable for high-speed applications has generally been difficult because little was known of the flow phenomenon that occurs at high speeds. A definite critical speed has been found at which serious detrimental flow changes occur that lead to serious losses in lift and large increases in drag. This flow phenomenon, called the compressibility burble, was originally a propeller problem, but with the development of higher speed aircraft serious consideration must be given to other parts of the airplane. Fundamental investigations of high-speed airflow phenomenon have provided new information. An important conclusion of this work has been the determination of the critical speed, that is, the speed at which the compressibility burble occurs. The critical speed was shown to be the translational velocity at which the sum of the translational velocity and the maximum local induced velocity at the surface of the airfoil or other body equals the local speed of sound. Obviously then higher critical speeds can be attained through the development of airfoils that have minimum induced velocity for any given value of the lift coefficient. Presumably, the highest critical speed will be attained by an airfoil that has uniform chordwise distribution of induced velocity or, in other words, a flat pressure distribution curve. The ideal airfoil for any given high-speed application is, then, that form which at its operating lift coefficient has uniform chordwise distribution of induced velocity. Accordingly, an analytical search for such airfoil forms has been conducted and these forms are now being investigated experimentally in the 23-inch high-speed wind tunnel. The first airfoils investigated showed marked improvement over those forms already available, not only as to critical speed buy also the drag at low speeds is decreased considerably. Because of the immediate marked improvement, it was considered desirable to extend the thickness and lift coefficient ranges for which the original forms had been designed before further extending the investigation.

Stack, John↗

NASA NTRSDate not supplied

TPSAS-NF1676L-18199-DND

Commercial aircraft in the United States are forbidden from flying faster than the speed of sound (approximately 660 miles per hour at an altitude of 35,000 feet) because of the community annoyance caused by conventional sonic booms. A sonic boom is the sound of a shock wave caused by an object traveling supersonically, or faster than the speed of sound. NASA is developing technology to reduce sonic boom noise so commercial passengers can fly supersonically over land. The technology is driven by advances in aircraft shaping techniques. If a noise-based standard were adopted for overland supersonic flight, it would greatly reduce transit times as well as create new jobs in the aerospace manufacturing industry. NASA is currently funding the design of a shaped supersonic aircraft capable of demonstrating quiet sonic booms to communities and policy-makers. Concurrently, efforts are underway to develop a suitable noise metric for regulating sonic boom noise. This presentation will highlight laboratory and field studies conducted to develop the noise metric.

Jonathan Rathsam↗

NASA NTRS1994

Centrifugal Liquid/Gas Separator With Phase Detectors

Centrifugal liquid/gas separator that includes phase (liquid or gas) detectors helps ensure exclusiveness of each phase at its assigned outlet. Acoustic sensors in centrifugal liquid/gas separator measure speeds of sound in nominally pure liquid and nominally pure gas at liquid and gas outlets respectively. When speed of sound is that of pure liquid or gas, valve opens to let liquid or gas flow out.

Schneider, Steven J.↗

NASA NTRS1990

Meteorological effects on long-range outdoor sound propagation

Measurements of sound propagation over distances up to 1000 m were carried out with an impulse sound source offering reproducible, short time signals. Temperature and wind speed at several heights were monitored simultaneously; the meteorological data are used to determine the sound speed gradients according to the Monin-Obukhov similarity theory. The sound speed profile is compared to a corresponding prediction, gained through the measured travel time difference between direct and ground reflected pulse (which depends on the sound speed gradient). Positive sound speed gradients cause bending of the sound rays towards the ground yielding enhanced sound pressure levels. The measured meteorological effects on sound propagation are discussed and illustrated by ray tracing methods.

Klug, Helmut↗

NASA NTRS1975

Behavior of matter at superhigh density

The properties of the pion-pion collision in the GeV region are examined in order to provide insights into the behavior of matter at densities greater than 100 Teragrams per cu cm. The predictions based on the Landau model are used to decide upon the value for the speed of sound in the expression pressure equals c(s) squared times the energy density, where c(s) is the speed of sound expressed in units of c. Several pion-pion Lagrangians are analyzed for their predictions on the value of c(s) squared. The fundamental assumption of the Landau model, namely, the laminar nature of the flow, is investigated. It is found that the hadronic matter can become turbulent in the later stages of evolution when Reynolds number of about 4,000 is reached, which gives rise to the possibility of identifying the observed tendency of the pion gas to cluster with the eddies that characterize any turbulent flow.

Canuto, V.↗

NASA NTRS1953

Recent Results Pertaining to the Application of the "Area Rule"

This paper is concerned primarily with the application of the "area rule" to the interpretation and improvement of the drag-rise characteristics of wing-body combinations at transonic and moderate supersonic speeds. Consideration of the general physical nature of the flow at transonic speeds, together with comparisons of the flow fields and drag-rise characteristics for wing-body combinations and bodies of revolution has led to the conclusion that near the speed of sound the drag rise for a thin low-aspect-ratio wing-body combination is primarily dependent on the axial distribution of cross-sectional area normal to the airstream (ref. 1). (The drag rise, sometimes referred to as pressure drag, is the difference between the drag level near the speed of sound and the drag level at subsonic speeds where the drag is due primarily to skin friction.) In order to illustrate the concept, figure 1 shows a wing-body combination and a body of revolution. A typical cross section normal to the airstream for the wing-body combination is shown at AA. The cross-sectional area of the wing is wrapped around the body of revolution so that the body has the same cross-sectional area at BB. All the other cross-sectional areas of the body of revolution are the same as those for the wing-body combination at the same axial stations. On the basis of the conclusion just stated, the drag rise for this body of revolution should be similar to that for the wing-body combination.

Whitcomb, Richard T.↗

NASA NTRS1990

Method and system for measuring sound velocity

A method and system for determining the speed of sound in a fluidic medium by determining the travel time of an acoustical signal a predetermined distance in a fluidic medium by generating a cyclical reference signal of a predetermined frequency and transmitting a portion of the reference signal through the medium. The transmitted portion of the reference signal is received after travelling a predetermined distance in the fluidic medium. The cycles of the cyclical reference signal are counted during the period of time between the transmitting and receiving of the portion of the reference signal wherein the travel time of the portion of the reference signal, is the number of cycle counts divided by the frequency. The speed of the acoustical signal through the fluidic medium is a function of the path length divided by the travel time.

Boegeman, Dwight E.↗

NASA NTRS2011

The Effects of Ambient Conditions on Helicopter Rotor Source Noise Modeling

A new physics-based method called Fundamental Rotorcraft Acoustic Modeling from Experiments (FRAME) is used to demonstrate the change in rotor harmonic noise of a helicopter operating at different ambient conditions. FRAME is based upon a non-dimensional representation of the governing acoustic and performance equations of a single rotor helicopter. Measured external noise is used together with parameter identification techniques to develop a model of helicopter external noise that is a hybrid between theory and experiment. The FRAME method is used to evaluate the main rotor harmonic noise of a Bell 206B3 helicopter operating at different altitudes. The variation with altitude of Blade-Vortex Interaction (BVI) noise, known to be a strong function of the helicopter s advance ratio, is dependent upon which definition of airspeed is flown by the pilot. If normal flight procedures are followed and indicated airspeed (IAS) is held constant, the true airspeed (TAS) of the helicopter increases with altitude. This causes an increase in advance ratio and a decrease in the speed of sound which results in large changes to BVI noise levels. Results also show that thickness noise on this helicopter becomes more intense at high altitudes where advancing tip Mach number increases because the speed of sound is decreasing and advance ratio increasing for the same indicated airspeed. These results suggest that existing measurement-based empirically derived helicopter rotor noise source models may give incorrect noise estimates when they are used at conditions where data were not measured and may need to be corrected for mission land-use planning purposes.

Schmitz, Frederic H.↗