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At least 289 records · Page 16

One Idea for a Next Generation Shuttle

In this configuration, the current Shuttle External Tank serves as core structure for a fully reusable second stage. This stage is equipped with wings, vertical fin, landing gear, and thermal protection. The stage is geometrically identical to (but smaller than) a single stage that has been tested hyper-sonically, super-sonically, and sub-sonically in the NASA Langley Research Center wind tunnels. The three LOX/LH engines that currently serve as main propulsion for the Shuttle Orbiter, serve as main propulsion on the new stage. The new stage is unmanned but is equipped with the avionics needed for automatic maneuvering on orbit and for landing on a runway. Three rails are installed along the top surface of the vehicle for attachment of various payloads. Pay- loads might include third stages with satellites attached, personnel pods, propellants, or other items.

MacConochie, Ian O.↗

Characterization of Swirl-Venturi Lean Direct Injection Designs for Aviation Gas-Turbine Combustion

Injector geometry, physical mixing, chemical processes, and engine cycle conditions together govern performance, operability and emission characteristics of aviation gas-turbine combustion systems. The present investigation explores swirl-venturi lean direct injection combustor fundamentals, characterizing the influence of key geometric injector parameters on reacting flow physics and emission production trends. In this computational study, a design space exploration was performed using a parameterized swirl-venturi lean direct injector model. From the parametric geometry, 20 three-element lean direct injection combustor sectors were produced and simulated using steady-state, Reynolds-averaged Navier-Stokes reacting computations. Species concentrations were solved directly using a reduced 18-step reaction mechanism for Jet-A. Turbulence closure was obtained using a nonlinear κ-ε model. Results demonstrate sensitivities of the geometric perturbations on axially averaged flow field responses. Output variables include axial velocity, turbulent kinetic energy, static temperature, fuel patternation and minor species mass fractions. Significant trends have been reduced to surrogate model approximations, intended to guide future injector design trade studies and advance aviation gas-turbine combustion research.

Combustion Chamber↗

New Rover Conops with High-Performance Onboard Computing: Give Up Raw Data to Reduce Ops Cost and Do More Science

A major portion of time during the tactical operation of Mars rovers is spent for selecting, prioritizing, and coordinating sciences and engineering activities such that they fit within resource constraints, including the downlink data volume, energy, and time. In particular, the downlink data volume constraint is getting particularly tighter in recent missions because modern instruments produce increasingly high data volume while the communication bandwidth is essentially bounded by the law of physics. Tactical operation would be substantially simplified, hence the operation cost could be reduced, if the data volume constraint is relaxed or even removed. In this abstract, we propose a new operation paradigm for achieving this goal. The key observation is that, both in science and engineering applications, the bit size of raw data is typically much greater than the volume of processed information that is needed for scientific or engineering analysis. For example, a full-resolution image from Mastcam-Z, the main science camera on Perseverance, is about 700 kB in volume and we downlinked 29,685 images up to Sol 243, totaling ~20 GB of data. But of course, scientists do not use every pixel of these images; what they really look for in the images are geological features, typically represented by specific geometric configurations or textures. An end product after processing hundreds of Mascam-Z images could be a single geological map summarizing the spatial distribution of the features. For another example, a 100-meter drive of Perseverance produces 7-12 MB of drive telemetry, which records every detail of the rover's motion at 8 Hz, including position, attitude, steering angles, encoder readings, motor currents and many other information. But what the ground engineers eventually pay attention to is the signs of anomaly, such as excessive motor currents or high slip; if a drive is nominal, the vast majority of this data is unused. What if, then, we process the raw data onboard and only downlink the processed data that is relevant to scientific or engineering analyses, such as a list of detected science features (with cropped images) or a list of potential signs of anomaly while driving? A major roadblock for such onboard, high-level information processing has been the onboard computational resource. RAD750, the main onboard computer of Perseverance, is obviously not sufficient for performing complex image or signal processing such as object detection, semantic segmentation, or anomaly detection. Interestingly, RAD750 is not the best processor that Perseverance has; Qualcomm's Snapdragon 801, a modern mobile processor, is on her Heli Base Station, a device for communicating with Mars Helicopter Ingenuity; also, Intel's Atom E3845 processors are on engineering cameras. In the reminder of this paper, we will introduce two particular uses cases of these high-performance co-processors (meaning auxiliary CPU, GPU, or other types of processors that are separate from the main processor that runs the main flight software) for lowering operation cost and accommodating more science activities for a given communication constraint.

Didier, A.↗

Applications of diffraction theory to aeroacoustics

A review is given of the fundamentals of diffraction theory and the application of the theory to several problems of aircraft noise generation, propagation, and measurement. The general acoustic diffraction problem is defined and the governing equations set down. Diffraction phenomena are illustrated using the classical problem of the diffraction of a plane wave by a half-plane. Infinite series and geometric acoustic methods for solving diffraction problems are described. Four applications of diffraction theory are discussed: the selection of an appropriate shape for a microphone, the use of aircraft wings to shield the community from engine noise, the reflection of engine noise from an aircraft fuselage and the radiation of trailing edge noise.

Lansing, D. L.↗

A program to compute three-dimensional subsonic unsteady aerodynamic characteristics using the doublet lattic method, L216 (DUBFLX). Volume 1: Engineering and usage

The program input presented consists of configuration geometry, aerodynamic parameters, and modal data; output includes element geometry, pressure difference distributions, integrated aerodynamic coefficients, stability derivatives, generalized aerodynamic forces, and aerodynamic influence coefficient matrices. Optionally, modal data may be input on magnetic file (tape or disk), and certain geometric and aerodynamic output may be saved for subsequent use.

Richard, M.↗

Applications of diffraction theory to aeroacoustics

The fundamentals of diffraction theory were reviewed and applied to several problems of aircraft noise generation, propagation, and measurement. The general acoustic diffraction problem is defined and the governing equations were set down. Diffraction phenomena are illustrated using the classical problem of the diffraction of a plane wave by a half-plane. Infinite series and geometric acoustic methods for solving diffraction problems are described. Four applications of diffraction theory are discussed: the selection of an appropriate shape for a microphone, the use of aircraft wings to shield the community from engine noise, the reflection of engine noise from an aircraft fuselage, and the radiation of trailing edge noise.

Lansing, D. L.↗

Joining and Assembly of Silicon Carbide-based Advanced Ceramics and Composites for High Temperature Applications

Silicon carbide based advanced ceramics and fiber reinforced composites are under active consideration for use in wide variety of high temperature applications within the aeronautics, space transportation, energy, and nuclear industries. The engineering designs of ceramic and composite component require fabrication and manufacturing of large and complex shaped parts of various thicknesses. In many instances, it is more economical to build up complex shapes by joining simple geometrical shapes. In addition these components have to be joined or assembled with metallic sub-components. Thus, joining and attachment have been recognized as enabling technologies for successful utilization of ceramic components in various demanding applications. In this presentation, various challenges and opportunities in design, fabrication, and testing o high temperature joints in ceramic matrix composites will be presented. Silicon carbide based advanced ceramics (CVD and hot pressed), and C/SiC and SiC/SiC composites, in different shapes and sizes, have been joined using an affordable, robust ceramic joining technology (ARCJoinT). Microstructure and high temperature mechanical properties of joints in silicon carbide ceramics and CVI and melt infiltrated SiC matrix composites will,be reported. Various joint design philosophies and design issues in joining of ceramics and composites well be discussed.

Singh, M.↗

Robust Joining and Integration of Advanced Ceramics and Composites: Challenges, Opportunities, and Realities

Advanced ceramics and fiber reinforced composites are under active consideration for use in a wide variety of high temperature applications within the aeronautics, space transportation, energy, and nuclear industries. The engineering designs of ceramic and composite components require fabrication and manufacturing of large and complex shaped parts of various thicknesses. In many instances, it is more economical to build up complex shapes by joining simple geometrical shapes. In addition, these components have to be joined or assembled with metallic sub-components. Thus, joining and attachment have been recognized as enabling technologies for successful utilization of ceramic components in various demanding applications. In this presentation, various challenges and opportunities in design, fabrication, and testing of high temperature joints in advanced ceramics and ceramic matrix composites will be presented. Silicon carbide based advanced ceramics and fiber reinforced composites in different shapes and sizes, have been joined using an affordable, robust ceramic joining technology. In addition, some examples of metal-ceramic brazing will also be presented. Microstructure and high temperature mechanical properties of joints in silicon carbide ceramics and composites will be reported. Various joint design philosophies and design issues in joining of ceramics and composites will be discussed.

Singh, Mrityunjay↗

Advanced Gas Turbine (AGT) technology development

A 74.5 kW (100 hp) automotive gas turbine was evaluated. The engine structure, bearings, oil system, and electronics were demonstrated and no shaft dynamics or other vibration problem were encountered. Areas identified during the five tests are the scroll retention features, and transient thermal deflection of turbine backplates. Modifications were designed. Seroll retention is addressed by modifying the seal arrangement in front of the gasifier turbine assembly, which will increase the pressure load on the scroll in the forward direction and thereby increase the retention forces. the backplate thermal deflection is addressed by geometric changes and thermal insulation to reduce heat input. Combustor rig proof testing of two ceramic combustor assemblies was completed. The combustor was modified to incorporate slots and reduce sharp edges, which should reduce thermal stresses. The development work focused on techniques to sinter these barrier materials onto the ceramic rotors with successes for both material systems. Silicon carbide structural parts, including engine configuration gasifier rotors (ECRs), preliminary gasifier scroll parts, and gasifier and power turbine vanes are fabricated.

Source record↗

Development of the Planar Inlet Design and Analysis Process (PINDAP)

The aerodynamic development of an engine inlet requires a comprehensive program of both wind tunnel testing and Computational Fluid Dynamics (CFD) simulations. To save time and resources, much "testing" is done using CFD before any design ever enters a wind tunnel. The focus of my project this summer is on CFD analysis tool development. In particular, I am working to further develop the capabilities of the Planar Inlet Design and Analysis Process (PINDAP). "PINDAP" is a collection of computational tools that allow for efficient and accurate design and analysis of the aerodynamics about and through inlets that can make use of a planar (two-dimensional or axisymmetric) geometric and flow assumption. PINDAP utilizes the WIND CFD flow solver, which is capable of simulating the turbulent, compressible flow field. My project this summer is a continuation of work that I performed for two previous summers. Two years ago, I used basic features of the PINDAP to design a Mach 5 hypersonic scramjet engine inlet and to demonstrate the feasibility of the PINDAP. The following summer, I worked to develop its geometry and grid generation capabilities to include subsonic and supersonic inlets, complete bodies and cowls, conic leading and trailing edges, as well as airfoils. These additions allowed for much more design flexibility when using the program.

Gruber, Christopher R.↗

An Experimental Parametric Study of Geometric, Reynolds Number, and Ratio of Specific Heats Effects in Three-Dimensional Sidewall Compression Scramjet Inlets at Mach 6

Since mission profiles for airbreathing hypersonic vehicles such as the National Aero-Space Plane include single-stage-to-orbit requirements, real gas effects may become important with respect to engine performance. The effects of the decrease in the ratio of specific heats have been investigated in generic three-dimensional sidewall compression scramjet inlets with leading-edge sweep angles of 30 and 70 degrees. The effects of a decrease in ratio of specific heats were seen by comparing data from two facilities in two test gases: in the Langley Mach 6 CF4 Tunnel in tetrafluoromethane (where gamma=1.22) and in the Langley 15-Inch Mach 6 Air Tunnel in perfect gas air (where gamma=1.4). In addition to the simulated real gas effects, the parametric effects of cowl position, contraction ratio, leading-edge sweep, and Reynolds number were investigated in the 15-Inch Mach 6 Air Tunnel. The models were instrumented with a total of 45 static pressure orifices distributed on the sidewalls and baseplate. Surface streamline patterns were examined via oil flow, and schlieren videos were made of the external flow field. The results of these tests have significant implications to ground based testing of inlets in facilities which do not operate at flight enthalpies.

Holland, Scott D.↗

Hot-gas-side heat transfer characteristics of subscale, plug-nozzle rocket calorimeter chamber

An experimental investigation was conducted to determine the hot-gas-side heat transfer characteristics for a liquid-hydrogen-cooled, subscale, plug-nozzle rocket test apparatus. This apparatus has been used since 1975 to evaluate rocket engine advanced cooling concepts and fabrication techniques, to screen candidate combustion chamber liner materials, and to provide data for model development. In order to obtain the data, a water-cooled calorimeter chamber having the same geometric configuration as the plug-nozzle test apparatus was tested. It also used the same two showerhead injector types that were used on the test apparatus: one having a Rigimesh faceplate and the other having a platelet faceplate. The tests were conducted using liquid oxygen and gaseous hydrogen as the propellants over a mixture ratio range of 5.8 to 6.3 at a nominal chamber pressure of 4.14 MPa abs (600 psia). The two injectors showed similar performance characteristics with the Rigimesh faceplate having a slightly higher average characteristic-exhaust-velocity efficiency of 96 percent versus 94.4 percent for the platelet faceplate. The throat heat flux was 54 MW/m(sup 2) (33 Btu/in.(sup 2)-sec) at the nominal operating condition, which was a chamber pressure of 4.14 MPa abs (600 psia), a hot-gas-side wall temperature of 730 K (1314 R), and a mixture ratio of 6.0. The chamber throat region correlation coefficient C(sub g) for a Nusselt number correlation of the form Nu =C(sub g)Re(sup 0.8)Pr(sup 0.3) averaged 0.023 for the Rigimesh faceplate and 0.026 for the platelet faceplate.

Quentmeyer, Richard J.↗

IPAC-Inlet Performance Analysis Code

A series of analyses have been developed which permit the calculation of the performance of common inlet designs. The methods presented are useful for determining the inlet weight flows, total pressure recovery, and aerodynamic drag coefficients for given inlet geometric designs. Limited geometric input data is required to use this inlet performance prediction methodology. The analyses presented here may also be used to perform inlet preliminary design studies. The calculated inlet performance parameters may be used in subsequent engine cycle analyses or installed engine performance calculations for existing uninstalled engine data.

Barnhart, Paul J.↗

Non-Linear Analysis of the NASA Super Pressure Balloons: Whole Flight Simulations

Tensys have a long-established background in the shape generation and load analysis of architectural stressed membrane structures. Founded upon their inTENS finite element analysis suite, these activities have broadened to encompass 'lighter than air' structures such as aerostats, airships, hybrid air vehicles and stratospheric balloons. Tensys have acted as consultants to the NASA Super Pressure Balloon (SPB) Program since 2004. Previous papers have focussed upon the application of inTENS to the overall structural and stability analysis of pumpkin type balloons as used in the SPB Program. Particular emphasis has been placed upon the ability to study both stress and stability at all stages of a flight. As the program has developed, increasing modelling fidelity has been introduced as design refinement has moved emphasis from the overall shape to the performance of individual details. Examples include the introduction of a contact capability into inTENS to better represent the separate cap layer of film. Localised investigations have considered the consequence of local geometric anomalies introduced during fabrication and the effects of debonding of the PBO tendon within its sleeve. Analysis to date has used a material model for the polyethylene shell film developed by Dr Rand of Winzen Engineering, supported by a program of fine resolution material tests at the Balloon Research and Development Laboratory (BRDL) at the GSFC Wallops Island Facility. Based upon work first reported by Schapery, this model has been incorporated into so-called 'snapshot' analyses within inTENS. For a given elapsed time point and temperature distribution, non-linear material properties are iteratively updated for the current stress state in each individual element until changes in those material properties are insignificant. This process has to be iterative as the film stresses and material properties are interdependent. Attempts to derive a time-stepping incremental viscoelastic capability using the Schapery Rand model encountered problems when dealing with the varying temperatures associated with balloon deployment, pressurisation and diurnal behaviour. An alternative approach has been developed by Pellegrino et al at Caltech, again with support from the NASA Balloon Program Office. This is a large strain non-linear viscoelastic model that includes film out-of-plane mechanical and thermal effects. Working from a unified base, this model can be utilised for time-stepping analyses in both a modulus or compliance mode, or a combination of both. This new capability is intended to enhance the current NASA balloon design process. This paper presents the implementation of the Caltech model into a specialist finite element suite, inTENS and its application to whole flight simulations.

Wakefield, David↗

MASCOT - MATLAB Stability and Control Toolbox

MASCOT software was created to provide the conceptual aircraft designer accurate predictions of air vehicle stability and control characteristics. The code takes as input mass property data in the form of an inertia tensor, aerodynamic loading data, and propulsion (i.e. thrust) loading data. Using fundamental non-linear equations of motion, MASCOT then calculates vehicle trim and static stability data for any desired flight condition. Common predefined flight conditions are included. The predefined flight conditions include six horizontal and six landing rotation conditions with varying options for engine out, crosswind and sideslip, plus three takeoff rotation conditions. Results are displayed through a unique graphical interface developed to provide stability and control information to the conceptual design engineers using a qualitative scale indicating whether the vehicle has acceptable, marginal, or unacceptable static stability characteristics. This software allows the user to prescribe the vehicle s CG location, mass, and inertia tensor so that any loading configuration between empty weight and maximum take-off weight can be analyzed. The required geometric and aerodynamic data as well as mass and inertia properties may be entered directly, passed through data files, or come from external programs such as Vehicle Sketch Pad (VSP). The current version of MASCOT has been tested with VSP used to compute the required data, which is then passed directly into the program. In VSP, the vehicle geometry is created and manipulated. The aerodynamic coefficients, stability and control derivatives, are calculated using VorLax, which is now available directly within VSP. MASCOT has been written exclusively using the technical computing language MATLAB . This innovation is able to bridge the gap between low-fidelity conceptual design and higher-fidelity stability and control analysis. This new tool enables the conceptual design engineer to include detailed static stability and trim constraints in the conceptual design loop. The unique graphical interface developed for this tool presents the stability data in a format that is understandable by the conceptual designer, yet also provides the detailed quantitative results if desired.

Kenny, Sean↗

Geometry Technology Module (GTM). Volume 1: Engineering description and utilization manual

The geometry technology module (GTM) is described as a system of computerized elements residing in the engineering design integration system library developed for the generation, manipulation, display, computation of mass properties, and data base management of panelled geometry. The GTM is composed of computer programs and associated data for performing configuration analysis on geometric shapes. The program can be operated in batch or demand mode and is designed for interactive use.

Reiners, S. J.↗

An introduction to the interim digital SAR processor and the characteristics of the associated Seasat SAR imagery

Basic engineering data regarding the Interim Digital SAR Processor (IDP) and the digitally correlated Seasat synthetic aperature radar (SAR) imagery are presented. The correlation function and IDP hardware/software configuration are described, and a preliminary performance assessment presented. The geometric and radiometric characteristics, with special emphasis on those peculiar to the IDP produced imagery, are described.

Wu, C.↗

A facility to produce an energetic, ground state atomic oxygen beam for the simulation of the Low-Earth Orbit environment

Because of the continuing commitment to activity in low-Earth orbit (LEO), a facility is under development to produce energetic atmospheric species, particularly atomic oxygen, with energies ranging from 5 to 80 eV. This relatively high flux facility incorporates an ion engine to produce the corresponding specie ion which is charge exchanged to produce a neutral atomic beam. Ion fluxes of around 10(exp 15) sec(exp -1) with energies of 20-70 eV have been achieved. A geometrically augmented inertially tethered charge exchanger (GAITCE) was designed to provide a large column depth of charge exchange gas while reducing the gas load to the low pressure portion of the atomic beam facility. This is accomplished using opposed containment jets which act as collisional barriers to the escape of the dense gas region formed between the jets. Leak rate gains to the pumping system on the order of 10 were achieved for moderate jet mass flows. This system provides an attractive means for the charge exchange of atomic ions with a variety of gases to produce energetic atomic beams.

Ketsdever, Andrew D.↗