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A method is presented to calculate the available surge margin as a function of time and incorporate it into an instantaneous distortion analysis. Results show that inlet pressure variations which cause only a small change at the compressor exit can cause a significant variation in the available surge margin.
The generation of significant side forces and yawing moments on an F/A-18 fuselage through tangential slot blowing is analyzed using computational fluid dynamics. The effects of freestream Mach number, jet exit conditions, jet length, and jet location are studied. The effects of over- and underblowing on force and moment production are analyzed. Non-time-accurate solutions are obtained to determine the steady-state side forces, yawing moments, and surface pressure distributions generated by tangential slot blowing. Time-accurate solutions are obtained to study the force onset time lag of tangential slot blowing. Comparison with available experimental data from full-scale wind-tunnel and subscale wind-tunnel tests are made. This computational analysis complements the experimental results and provides a detailed understanding of the effects of tangential slot blowing on the flowfield about the isolated F/A-18 forebody. Additionally, it extends the slot-blowing database to transonic maneuvering Mach numbers.
Wintertime cases of persistent cyclonic flow abnormalities over the North Pacific were studied with the aim of identifying the primary mechanisms for persistent anomaly development. Processes influencing the time evolution of eddy potential enstrophy and potential vorticity anomalies were examined using intensive diagnostic analyses. Analysis indicates that the primary source region for large-scale development is located over the mid-Pacific jet exit region. Potential enstrophy analysis shows that eddy enstrophy increases result from local conversions between the large-scale eddy and the climatological-mean flow. The occurrence of a form of baroclinic 'self development' during large-scale intensification is suggested by potential vorticity inversions. Baroclinic and barotropic processes contribute positively to the large-scale developments. Results indicate that the primary mechanism for the developments is a large-scale instability of the three-dimensional time-mean flow, and suggest that nonmodel transient growth plays a significant role during development.
A number of options for Solid Rocket Motor (SRM) performance improvement were studied and evaluated by NASA with respect to payload improvement potential, technical risk, schedule, cost, and impact on Shuttle system performance. It was found that the SRM delivered specific impulse could be improved by increasing the nozzle expansion ratio from 7.16 to 7.72. This was achieved by decreasing the throat diameter of the nozzle exit cone, while staying within tooling, facility, and ICD limitations. A simple modification of the grain inhibiting pattern was made to reshape the thrust-time history and thereby obtain more delivered impulse during the early portion of motor operation. These performance options, initiated in October 1980, provide a 3,000 lb payload increase. Longer range options are the use of a filament wound composite case, a HTPB propellant, and further increases in the nozzle expansion ratio. These improvements have a potential of 10,000 to 11,000 lb payload increase.
The cement industry is the most energy-intensive industry in the United States in terms of energy cost as a percentage of the total product cost. An assessment of gas-side fouling in cement plants with special emphasis on heat recovery applications is provided. In the present context, fouling is defined as the buildup of scale on a heat-transfer surface which retards the transfer of heat and includes the related problems of erosion and corrosion. Exhaust gases in the cement industry which are suitable for heat recovery range in temperature from about 100 to 1300 K, are generally dusty, may be highly abrasive, and are often heavily laden with alkalies, sulfates, and chlorides. Particulates in the exhaust streams range in size from molecular to about 100 micrometers in diameter and come from both the raw feed as well as the ash in the coal which is the primary fuel used in the cement industry. The major types of heat-transfer equipment used in the cement industry include preheaters, gas-to-air heat exchangers, waste heat boilers, and clinker coolers. At the present time, the trend in this country is toward suspension preheater systems, in which the raw feed is heated by direct contact with the hot kiln exit gases, and away from waste heat boilers as the principal method of heat recovery. The most important gas-side fouling mechanisms in the cement industry are those due to particulate, chemical reaction, and corrosion fouling.
During testing on the E-1 Test Stand, the High Pressure (HP) Liquid Hydrogen (LH) vent line was displaced off its supports, damaging the expansion joints (EJ), piping, and pipe supports of the line. The damage to the vent line is believed to have occurred during Cell 3 testing on Thursday, September 21, during the first test of the day. The fuel systems being used for Cell 3 testing are connected to the LP and HP LH Vent systems and are being used in Liquid Natural Gas (LNG) service. The Cell 3 interface bleed valve that discharges to the HP LH Vent system was inadvertently left at 100% open during the chill-in process for longer than the typical amount of time. Since this valve is usually at a lower set point or intermittently closed during the chill-in process, more than the typical amount of LNG flowed into the vent line as pre-test procedures continued as normal. The open bleed valve was noticed before test preparations were completed and prior to refilling of the HP LH Tank before test. The test sequence was started, run, and shutdown normally. Video of the flare stack showed an atypical discharge of liquid at the flare stack exit. Pressure downstream of the Cell 3 interface bleed valve (a valve connected to the southernmost part of the vent system) spiked to a higher-than-normal level. No evidence of damage was captured at the time of the event. The system was used in a typical fashion after the event and for 4 subsequent tests on Thursday and Friday, before the damage was observed. A drive-by inspection of the flare stack was performed on Friday (September 22nd) morning before sunrise and before test activities began, but no damage of the vent line was observed at that time. No abnormal system behavior was observed during testing on Friday. The damage was discovered and reported to NASA Test Operations on Monday, initiating the Incident Response Team. The Mishap appointment letter was issued September 27th to formally initiate the Mishap Investigation.
The dependence of far field acoustic measurements for a uniform jet on nozzle to plate spacing for small dimensionless spacings (h/d - 0.75 to 3.0) was investigated. Spectra from a real time analyzer were read and processed by an HP 2116 minicomputer in on-line mode. Similar data was generated for a fully developed pipe flow exit condition jet to compare with other investigations. The data base for normal jet impingement was extended to smaller values of nozzle to plate spacing. The effects of slight noise heating (30 deg rise) of the jet on the far field noise produced by the impinging jet are demonstrated.
Generation of significant side forces and yawing moments on an F/A-18 fuselage through tangential slot blowing is analyzed using computational fluid dynamics. The effects of freestream Mach number, jet exit conditions, jet length, and jet location are studied. The effects of over- and under-blowing on force and moment production are analyzed. Non-time-accurate solutions are obtained to determine the steady-state side forces, yawing moments, and surface pressure distributions generated by tangential slot blowing. Time-accurate solutions are obtained to study the force onset time lag of tangential slot blowing. Comparison with available experimental data from full-scale wind tunnel and sub-scale wind tunnel tests are made. This computational analysis complements the experimental results and provides a detailed understanding of the effects of tangential slot blowing on the flow field about the isolated F/A-18 forebody. Additionally, it extends the slot-blowing database to transonic maneuvering Mach numbers.
Heated jets in a wide range of temperature ratios (TR), and acoustic Mach numbers (Ma) were investigated experimentally using far field microphones and a molecular Rayleigh scattering technique. The latter provided density fluctuations measurements. Two sets of operating conditions were considered: (1) TR was varied between 0.84 and 2.7 while Ma was fixed at 0.9; (2) Ma was varied between 0.6 and 1.48, while TR was fixed at 2.27. The implementation of the molecular Rayleigh scattering technique required dust removal and usage of a hydrogen combustor to avoid soot particles. Time averaged density measurements in the first set of data showed differences in the peripheral density shear layers between the unheated and heated jets. The nozzle exit shear layer showed increased turbulence level with increased plume temperature. Nevertheless, further downstream the density fluctuations spectra are found to be nearly identical for all Mach number and temperature ratio conditions. To determine noise sources a correlation study between plume density fluctuations and far field sound pressure fluctuations was conducted. For all jets the core region beyond the end of the potential flow was found to be the strongest noise source. Except for an isothermal jet, the correlations did not differ significantly with increasing temperature ratio. The isothermal jet created little density fluctuations. Although the far field noise from this jet did not show any exceptional trend, the flow-sound correlations were very low. This indicated that the density fluctuations only acted as a "tracer parameter" for the noise sources.
Physiologic changes to repetitive hyper- and hypogravity stresses occurring during eight to ten parabolas on NASA's KC-135 aircraft were studied. Hemodynamic responses in 11 subjects in 4 different postures (supine, standing, sitting, and semisupine Space Shuttle launch position) were determined using noninvasive impedance cardiography. Five seconds of heart rate, cardiac index, thoracic fluid index, stroke index, ejection velocity index, and ventricular ejection time data were averaged during four different gravity (g) states: 1.3g (before parabola onset); 1.9g (parabola entry); 0g (parabola peak); and 1.7g (parabola exit) for each subject. The standing position was associated with the largest changes in the cardiovascular response to hypo- and hypergravity. The thoracic fluid index did not indicate a headward redistribution during transition from a simulated launch position to weightlessness. Analysis of the eight to ten parabolas revealed that, in general, values obtained at 1.8g differed from 1.6g, 0g differed from 1.6 and 1.3g, and 1.6g differed from 1.3g. The factors of gravity, thoracic fluid index, and cardiac index exhibited significant differences that were most likely to occur between parabola 1 versus parabolas 6, 7, and 8, and parabola 2 versus parabolas 4 through 8. Only the parameter of thoracic fluid index exhibited significance for parabolas 3 versus parabolas 6 and 7.
An investigation has been made of point return of a vehicle with a lift-to-drag ratio of 1/2, returning from a lunar mission. It was found that the available longitudinal and lateral range allowed considerable tolerances in entry conditions for a point return. Longitudinal range capability for a vehicle that was allowed to skip to an altitude not exceeding 400 miles was about 3-1/2 times greater than the range capability of a vehicle that was restricted to remain in the atmosphere after entry. Longitudinal range is very sensitive to changes in both velocity and flight-path angle at the bottom of the first pull-out and at exit. An investigation showed that after a skip a vehicle could be placed in a circular orbit for a relatively modest weight penalty. A skip maneuver was found to have no effect on lateral range when the roll was initiated at a velocity near satellite speed after the vehicle had re-entered the atmosphere. However, when the roll was initiated at the earliest possible time along the undershoot boundary, lateral range was increased by a factor of about 2-1/2. The tolerable errors in time of arrival and in inclination of the orbital plane at point of entry were greater for the skip trajectory than for the no-skip trajectory.
The mechanisms by which the turbulent structure of an axisymmetric jet is modified by the presence of an acoustic excitation are examined. A model is described in which the excitation triggers instability waves at the jet exit. As these waves propagate downstream they extract energy from the mean flow and transfer it to the random turbulence. This results in an increase of the random turbulence levels and a more rapid mixing and spreading for the jet. Models are introduced for the Reynolds stress and the 'wave-induced stress'. It is shown that at high frequencies the presence of the instability wave may reduce the random turbulence levels. Numerical calculations are presented for both the radial and axial variation in the time-averaged properties of the flow as a function of excitation conditions. The calculations are compared with measurements of fluctuating velocity and pressure in a round jet with a Reynolds number of 375,000, based on jet diameter and exit velocity.
A new experimental method was used to optically investigate the acoustic field radiated from supersonic jets. The method utilizes a pulse ruby laser to obtain double exposure holograms of the sound field of a supersonic jet. The jet remains on during both exposures thus eliminating the no-flow exposure. The time separation between the pulses can be varied depending on the spectral component of the radiation to be observed. Optical records were obtained for supersonic jets with exit Mach number 1.0, 1.5 and 2.0. It was found that high frequency acoustic radiation mainly originates from the regions near the nozzle exit, whereas the low frequency noise is generated from regions further downstream. These findings are consistent with the acoustic data obtained by other investigators.
In a continuing investigation on developing and applying codes for prediction of performance of a turbine jet engine and its components with water ingestion during flight operation, including power settings, and flight altitudes and speed changes, an attempt was made to establish the effects of water ingestion through simulation of a generic high bypass ratio engine with a generic control. In view of the large effects arising in the air compression system and the prediffuser-combustor unit during water ingestion, attention was focused on those effects and the resulting changes in engine performance. Under all conditions of operation, whether ingestion is steady or not, it became evident that water ingestion causes a fan-compressor unit to operate in a time-dependent fashion with periodic features, particularly with respect to the state of water in the span and the film in the casing clearance space, at the exit of the machine. On the other hand, the aerodynamic performance of the unit may be considered as quasi-steady once the distribution of water has attained an equilibrium state with respect to its distribution and motion. For purposes of engine simulation, the performance maps for the generic fan-compressor unit were generated based on the attainment of a quasi-steady state (meaning steady except for long-period variations in performance) during ingestion and operation over a wide enough range of rotational speeds.
This viewgraph representation provides an overview of research being conducted on Pulse Detonation Rocket Engines (PDRE) by the Propulsion Research Center (PRC) at the Marshall Space Flight Center. PDREs have a theoretical thermodynamic advantage over Steady-State Rocket Engines (SSREs) although unsteady blowdown processes complicate effective use of this advantage in practice; PRE is engaged in a fundamental study of PDRE gas dynamics to improve understanding of performance issues. Topics covered include: simplified PDRE cycle, comparison of PDRE and SSRE performance, numerical modeling of quasi 1-D rocket flows, time-accurate thrust calculations, finite-rate chemistry effects in nozzles, effect of F-R chemistry on specific impulse, effect of F-R chemistry on exit species mole fractions and PDRE performance optimization studies.
This paper presents a 600-year well-dated, high-resolution Central Balkan paleo-record including the Little Ice Age (LIA; 1450-850 CE). Utilizing pollen-based REVEALS modelling estimates, geochemical indicators, rarefaction analyses and the AMS 14C-based Bacon age model, this first-hand record from the Sava Basin reveals the transformation of the Central Balkan landscape involving linkages between changing climatic and socio-political regimes. The pre-LIA interval (1370-1418 CE) in the Sava Region reveals a wooded steppe and increased cultivation under warmer/stable climatic and socio-political conditions. In contrast, the LIA interval in the region is expressed through continuous transitions between forest and grassland, extensive land erosion and stressed agriculture, potentially as a collective artifact of the climatic variability and human impact associated with socio- political stressors of the time. The post-LIA/Industrial Era interval (1850-2012 CE) in the Sava Region shows an overall increase in woodland as well as agriculture following the exit of the Ottomans. However, increased population pressures and the subsequent onset of the Industrial Revolution as well as increased trade led to intense deforestation throughout the 20th Century, which continued during the Socialist period.
In this study, preliminary results are presented from the Open National Combustion Code (OpenNCC) applied to the two-stage high-pressure turbine (HTP) from the energy efficient engine (E3) program. Although the combustor is designed for efficient fuel–air mixing and a relatively uniform exit temperature profile, temporal and spatial variation in combustor exit conditions inevitably lead to hot-streaks in the HPT. These hot streaks can cause local hot spots on the HPT blade surfaces that reduce blade life. To improve understanding of these effects and the overall design of combustor and HPT, we are developing a fully-coupled combustor-turbine computational fluid dynamics (CFD) capability. Previous work has simulated the E^3 combustor at the simulated Sea-Level Take-off (SLTO) condition (P(41) = 2.4 [atm]) with and without the first-stage HPT stator included. This work addresses HPT simulations using inflow conditions based on previous simulation results of the E^3 combustor, as well as investigating the effects of spatial and temporal temperature non-uniformity of the combustor-exit flow on the HPT performance for a more realistic SLTO (P(41) = 27.4 [atm])). First, we analyze existing results from the combustor and the HPT 1st-stage stator simulation, where the unsteady hot gas coming out of the combustor exit travels between the stationary stators and then directly exits the computational domain (i.e., no effect from the rotors). Second, we simulate the HPT including the 1st and 2nd stage stators and rotors with the time-averaged, spatially-nonuniform inflow to the HPT taken from the combustor (with HPT 1st-stage stators) solution. Differences in simulations results for the flow field in the 1st-stage stator region are presented. The results of these two simulations (combustor and HPT simulated in a sequential manner) will be compared to a fully-coupled EEE combustor/HPT simulation to understand the impacts of fully-coupled simulations on combustor and HPT performance for two different operating conditions.
In this study, preliminary results are presented from the Open National Combustion Code (OpenNCC) applied to the two-stage high-pressure turbine (HTP) from the energy efficient engine (E3) program. Although the combustor is designed for efficient fuel–air mixing and a relatively uniform exit temperature profile, temporal and spatial variation in combustor exit conditions inevitably lead to hot-streaks in the HPT. These hot streaks can cause local hot spots on the HPT blade surfaces that reduce blade life. To improve understanding of these effects and the overall design of combustor and HPT, we are developing a fully-coupled combustor-turbine computational fluid dynamics (CFD) capability. Previous work has simulated the E3 combustor at the simulated Sea-Level Take-off (SLTO) condition (P41 = 2.4 [atm]) with and without the first-stage HPT stator included. This work addresses HPT simulations using inflow conditions based on previous simulation results of the E3 combustor, as well as investigating the effects of spatial and temporal temperature non-uniformity of the combustor-exit flow on the HPT performance for a more realistic SLTO (P41 = 27.4 [atm])). First, we analyze existing results from the combustor and the HPT 1st-stage stator simulation, where the unsteady hot gas coming out of the combustor exit travels between the stationary stators and then directly exits the computational domain (i.e., no effect from the rotors). Second, we simulate the HPT including the 1st and 2nd stage stators and rotors with the time-averaged, spatially-nonuniform inflow to the HPT taken from the combustor (with HPT 1st-stage stators) solution. Differences in simulations results for the flow field in the 1st-stage stator region are presented. The results of these two simulations (combustor and HPT simulated in a sequential manner) will be compared to a fully-coupled EEE combustor/HPT simulation to understand the impacts of fully-coupled simulations on combustor and HPT performance for two different operating conditions.