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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 253 records · Page 14
All sourcesNASA NTRSDOE OSTI
NASA NTRS1998

Quantitative Interferometry in the Severe Acoustic Environment of Resonant Supersonic Jets

There is renewed interest in the study of supersonic jets due to advances in high speed jet propulsion, supersonic combustion, and jet noise suppression for the next generation supersonic commercial transport. Understanding fundamental fluid dynamic and acoustic processes for these applications requires quantitative velocity, density and temperature measurements. In this paper we present data demonstrating a new, robust interferometer that can provide accurate data even in the presence of intense acoustic fields. This novel interferometer, the Liquid Crystal Point Diffraction Interferometer (LCPDI), was developed earlier for space flight experiments and is applied here to the case of a supersonic shock-containing jet. The LCPDI is briefly described, then integrated line-of-sight density data from the LCPDI for two underexpanded free jets are presented. The experimental shock spacings agree well with theory.

Mercer, Carolyn R.↗
NASA NTRS1981

Radio jet refraction in galactic atmospheres with static pressure gradients

A theory of double radio sources which have a 'Z' or 'S' morphology is proposed, based on the refraction of radio jets in the extended atmosphere of an elliptical galaxy. The model describes a collimated jet of supersonic material bending self-consistently under the influence of external static pressure gradients. Gravity and magnetic fields are neglected in the simplest case except insofar as they determine the static pressure distribution. The calculation is a straightforward extension of a method used to calculate a ram-pressure model for twin radio trails ('C' morphology). It may also be described as a continuous-jet version of a buoyancy model proposed in 1973. The model has the added virtue of invoking a galactic atmosphere similar to those already indicated by X-ray measurements of some other radio galaxies and by models for the collimation of other radio jets.

Henriksen, R. N.↗
NASA NTRS1950

Flight Calibration of four airspeed systems on a swept-wing airplane at Mach numbers up to 1.04 by the NACA radar-phototheodolite method

The calibrations of four airspeed systems installed in a North American F-86A airplane have been determined in flight at Mach numbers up to 1.04 by the NACA radar-phototheodolite method. The variation of the static-pressure error per unit indicated impact pressure is presented for three systems typical of those currently in use in flight research, a nose boom and two different wing-tip booms, and for the standard service system installed in the airplane. A limited amount of information on the effect of airplane normal-force coefficient on the static-pressure error is included. The results are compared with available theory and with results from wind-tunnel tests of the airspeed heads alone. Of the systems investigated, a nose-boom installation was found to be most suitable for research use at transonic and low supersonic speeds because it provided the greatest sensitivity of the indicated Mach number to a unit change in true Mach number at very high subsonic speeds, and because it was least sensitive to changes in airplane normal-force coefficient. The static-pressure error of the nose-boom system was small and constant above a Mach number of 1.03 after passage of the fuselage bow shock wave over the airspeed head.

Thompson, Jim Rogers↗
NASA NTRS1984

Observations from varying the lift and drag inputs to a noise prediction method for supersonic helical tip speed propellers

Previous comparisons between calculated and measured supersonic helical tip speed propeller noise show them to have different trends of peak blade passing tone versus helical tip Mach number. It was postulated that improvements in this comparison could be made first by including the drag force terms in the prediction and then by reducing the blade lift terms at the tip to allow the drag forces to dominate the noise prediction. Propeller hub to tip lift distributions were varied, but they did not yield sufficient change in the predicted lift noise to improve the comparison. This result indicates that some basic changes in the theory may be needed. In addition, the noise predicted by the drag forces did not exhibit the same curve shape as the measured data. So even if the drag force terms were to dominate, the trends with helical tip Mach number for theory and experiment would still not be the same. The effect of the blade shock wave pressure rise was approxmated by increasing the drag coefficient at the blade tip. Predictions using this shock wdave approximation did have a curve shape similar to the measured data. This result indicates that the shock pressure rise probably controls the noise at supersonic tip speed and that the linear prediction method can give the proper noise trend with Mach number.

Dittmar, J. H.↗
NASA NTRS1954

Flight Measurements of Average Skin-Friction Coefficients on a Parabolic Body of Revolution (NACA RM-10) at Mach Numbers from 1.0 to 3.7

Measurement of average skin-friction coefficients have been made on six rocket-powered free-flight models by using the boundary-layer rake technique. The model configuration was the NACA RM-10, a 12.2-fineness-ratio parabolic body of revolution with a flat base. Measurements were made over a Mach number range from 1 to 3.7, a Reynolds number range 40 x 10(exp 6) to 170 x 10(exp 6) based on length to the measurement station, and with aerodynamic heating conditions varying from strong skin heating to strong skin cooling. The measurements show the same trends over the test ranges as Van Driest's theory for turbulent boundary layer on a flat plate. The measured values are approximately 7 percent higher than the values of the flat-plate theory. A comparison which takes into account the differences in Reynolds number is made between the present results and skin-friction measurements obtained on NACA RM-10 scale models in the Langley 4- by 4-foot supersonic pressure tunnel, the Lewis 8- by 6-foot supersonic tunnel, and the Langley 9-inch supersonic tunnel. Good agreement is shown at all but the lowest tunnel Reynolds number conditions. A simple empirical equation is developed which represents the measurements over the range of the tests.

Loposer, J. Dan↗
NASA NTRS1990

Finite element two-dimensional panel flutter at high supersonic speeds and elevated temperature

A consistent finite element formulation for flutter of two-dimensional panels including effects of temperature variation along panel length is presented. The von Karman nonlinear strain-displacement relation is used to account for the large-deflections, and the quasi-steady first-order piston theory is employed for aerodynamic loading in the finite-element formulation. The panel flutter under combined thermal/aerodynamic loading can be separated into solving two problems in sequence. They are: (1) postbuckling deflection, stresses and buckling stability boundary, and (2) critical dynamic pressure and linear flutter boundary. The solution procedures in solving these problems are presented in detail. Finite element results of two-dimensional panels with uniform temperature change are compared with classic analytical solutions. Influence of nonuniform temperature distributions on critical buckling temperature, flutter deflection and stresses, and flutter boundary is also given.

Xue, David Y.↗
NASA NTRS1978

Estimation of leading-edge thrust for supersonic wings of arbitrary planform

A numerical method for the estimation of leading edge thrust for supersonic wings of arbitrary planform was developed and was programmed as an extension to an existing high speed digital computer method for prediction of wing pressure distributions. The accuracy of the method was assessed by comparison with linearized theory results for a series of flat delta wings. Application of the method to wings of arbitrary planform, both flat and cambered, is illustrated in several examples.

Carlson, H. W.↗
NASA NTRS1953

A method for calculating the lift and center of pressure of wing-body-tail combinations at subsonic, transonic, and supersonic speeds

A method is presented for calculating the lift and pitching-moment characteristics of circular cylindrical bodies in combination with triangular, rectangular, or trapezoidal wings or tails through the subsonic, transonic, and supersonic speed ranges. The method covers unbanked wings, sweptback leading edges or sweptforward trailing edges, low angles of attack, and the effects of wing and tail incidence. The wing-body interference is handled by the method presented in NACA RM's A51J04 and A52B06, and the wing-tail interference is treated by assuming one completely rolled-up vortex per wing panel and evaluating the tail load by strip theory. A computing table and set of design charts are presented which reduce the calculations to routine operations. Comparison is made between the estimated and experimental characteristics for a large number of wing-body and wing-body-tail combinations. Generally speaking, the lifts were estimated to within plus-or-minus 10 percent and the centers of pressure were estimated to within plus-or-minus 0.02 of the body length. The effect of wing deflection on wing-tail interference at supersonic speeds was not correctly predicted for triangular wings with supersonic leading edges.

Nielsen, Jack N↗
NASA NTRS1949

Investigations at supersonic speeds of 22 triangular wings representing two airfoil sections for each of 11 apex angles

Data obtained from wind tunnel investigations of two series of 11 triangular wings conducted at Mach numbers of 1.62, 1.92, and 1.40 to determine the effect of leading-edge shape and to compare actual test values with the nonviscous linear theory are presented. The two series of wings had identical plan forms, a constant thickness ratio of 8 percent, a constant location of maximum-thickness point of 18 percent, and a range of apex half-angles from 10 degrees to forty-five degrees. The first series has an elliptical leading edge and the second series a wedge leading edge. Measurements were made of lift, drag, pitching moment, and pressure distribution, the latter being confined to three wings at one Mach number.

Love, Eugene S↗
NASA NTRS1973

A kinematic model of a solar flare.

Hyder advocated the idea that the optical (H-alpha) flares can be identified with the response of the solar chromosphere to an infalling material stream resulting from the 'disparition brusque' of a prominence. Since some flares are observed without any apparent association with infalling streams, in this paper we examine the possibility of identifying the optical flare with the response of the chromosphere to a supersonic disturbance, i.e., a shock, propagating downward. The undisturbed chromosphere is represented by the Harvard-Smithsonian Reference Atmosphere and the evolution of the shock is evaluated with the use of the CCW (Chisnell, Chester, Whitham) approximation based on the theory of characteristics. It is shown that the chromosphere is heated by the shock, that radiation is enhanced, and that the enhanced radiation terminates the shock around the height of the temperature minimum.

Nakagawa, Y.↗
NASA NTRS1996

Large capacity oblique all-wing transport aircraft

Dr. R. T. Jones first developed the theory for oblique wing aircraft in 1952, and in subsequent years numerous analytical and experimental projects conducted at NASA Ames and elsewhere have established that the Jones' oblique wing theory is correct. Until the late 1980's all proposed oblique wing configurations were wing/body aircraft with the wing mounted on a pivot. With the emerging requirement for commercial transports with very large payloads, 450-800 passengers, Jones proposed a supersonic oblique flying wing in 1988. For such an aircraft all payload, fuel, and systems are carried within the wing, and the wing is designed with a variable sweep to maintain a fixed subsonic normal Mach number. Engines and vertical tails are mounted on pivots supported from the primary structure of the wing. The oblique flying wing transport has come to be known as the Oblique All-Wing (OAW) transport. This presentation gives the highlights of the OAW project that was to study the total concept of the OAW as a commercial transport.

Galloway, Thomas L.↗
NASA NTRS1995

On the Use of Linearized Euler Equations in the Prediction of Jet Noise

Linearized Euler equations are used to simulate supersonic jet noise generation and propagation. Special attention is given to boundary treatment. The resulting solution is stable and nearly free from boundary reflections without the need for artificial dissipation, filtering, or a sponge layer. The computed solution is in good agreement with theory and observation and is much less CPU-intensive as compared to large-eddy simulations.

Mankbadi, Reda R.↗
DOE OSTI2021

Infrared spectroscopy of RG–Co + (H 2 O) complexes (RG = Ar, Ne, He): The role of rare gas “tag” atoms

RG n –Co + (H 2 O) cation complexes (RG = Ar, Ne, He) are generated in a supersonic expansion by pulsed laser vaporization. Here, complexes are mass-selected using a time-of-flight spectrometer and studied with infrared laser photodissociation spectroscopy, measuring the respective mass channels corresponding to the elimination of the rare gas “tag” atom. Spectral patterns and theory indicate that the structures of the ions with a single rare gas atom have this bound to the cobalt cation opposite the water moiety in a near-C 2v arrangement. The O–H stretch vibrations of the complex are shifted compared to those of water because of the metal cation charge-transfer interaction; these frequencies also vary systematically with the rare gas atom attached. The efficiencies of photodissociation also vary with the rare gas atoms because of their widely different binding energies to the cobalt cation. The spectrum of the argon complex could only be measured when at least three argon atoms were attached. In the case of the helium complex, the low binding energy allows the spectra to be measured for the low-frequency H–O–H scissors bending mode and for the O–D stretches of the deuterated analog. The partially resolved rotational structure for the antisymmetric O–H and O–D stretches reveals the temperature of these complexes (6 K) and establishes the electronic ground state. The helium complex has the same 3 B 1 ground state as the tag-free complex studied previously by Metz and co-workers (2013), but the A rotational constant is contaminated by vibrational averaging from the bending motion of the helium.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
NASA NTRS1989

Sound power spectrum and wave drag of a propeller in flight

Theory is presented for the sound power and sound power spectrum of a single rotation propeller in forward flight. Calculations are based on the linear wave equation with sources distributed over helicoidal surfaces to represent effects of blade thickness and steady loading. Sound power is distributed continuously over frequecy, as would be expected from Doppler effects, rather than in discrete harmonics. The theory is applied to study effects of sweep and Mach number in propfans. An acoustic efficiency is defined as the ratio of radiated sound power to shaft input power. This value is the linear estimate of the effect of wave drag due to the supersonic blade section speeds. It is shown that the acoustic efficiency is somewhat less than 1 percent for a well designed propfan.

Hanson, D. B.↗
NASA NTRS1987

Flight and analytical investigations of a structural mode excitation system on the YF-12A airplane

A structural excitation system, using an oscillating canard vane to generate force, was mounted on the forebody of the YF-12A airplane. The canard vane was used to excite the airframe structural modes during flight in the subsonic, transonic, and supersonic regimes. Structural modal responses generated by the canard vane forces were measured at the flight test conditions by airframe-mounted accelerometers. Correlations of analytical and experimental aeroelastic results were made. Doublet lattice, steady state double lattice with uniform lag, Mach box, and piston theory all produced acceptable analytical aerodynamic results within the restrictions that apply to each. In general, the aerodynamic theory methods, carefully applied, were found to predict the dynamic behavior of the YF-12A aircraft adequately.

Goforth, E. A.↗
NASA NTRS1986

Instabilities in line-driven stellar winds. III - Wave propagation in the case of pure line absorption

The spatial and temporal evolution of small-amplitude velocity perturbations is examined in the idealized case of a stellar wind that is driven by pure line absorption of the star's continuum radiation. It is established that the instability in the supersonic region is of the advective type relative to the star, but of the absolute type relative to the wind itself. It is also shown that the inward propagation of information in such a wind is limited to the sound speed, in contrast to the theory of Abbott, which predicts inward propagation faster than sound. This apparent contradiction is resolved through an extensive discussion of the analytically soluble case of zero sound speed.

Owocki, S. P.↗
NASA NTRS1968

Briefing on Sonic Boom and Aircraft Noise

This document is a presentation for a NAS-NRC committee on the SuperSonic Transport (SST) sonic boom. It consists of copies of the slides presented during the briefing. The topics covered in reference to Sonic Booms are: the result of sonic boom results on generation and propagation, the atmospheric effects, flight research and laboratory research and prediction theory developments, the structural responses, seismic responses and simulation and human factors from the recent research on the effects of sonic booms, Domestic SST, and evaluation of certain minimum boom concepts from advanced configuration studies. The topics covered in the aircraft noise section are studies on compressor noise reduction, acoustic treatment of nacelle ducts, some technical problems of airplane certification and studies relating to subjective responses.

Source record↗
NASA NTRS1951

Comparison of Theoretical and Experimental Heat-Transfer Characteristics of Bodies of Revolution at Supersonic Speeds

An investigation of the three important factors that determine convective heat-transfer characteristics at supersonic speeds, location boundary-layer transition, recovery factor, and heat-transfer parameter has been performed at Mach numbers from 1.49 to 1.18. The bodies of revolution that were tested had, in most cases, laminar boundary layers, and the test results have been compared with available theory. Boundary-layer transition was found to be affected by heat transfer. Adding heat to a laminar boundary layer caused transition to move forward on the test body, while removing heat caused transition to move rearward. These experimental results and the implications of boundary-layer-stability theory are in qualitative agreement.

Scherrer, Richard↗