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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 307 records · Page 17
All sourcesNASA NTRSDOE OSTI
NASA NTRS1939

Tests of Several Model Nacelle-Propeller Arrangements in Front of a Wing

An investigation was conducted in the N.A.C.A. 20-foot wind tunnel to determine the drag, the propulsive and net efficiencies, and the cooling characteristics of severa1 scale-model arrangements of air-cooled radial-engine nacelles and present-day propellers in front of an 18- percent-thick, 5- by 15-foot airfoil. This report deals with an investigation of wing-nacelle arrangements simulating the geometric proportions of airplanes in the 40,000- to 70,000- pound weight classification and having the nacelles located in the vicinity of the optimum location determined from the earlier tests.

McHugh, James G.↗
NASA NTRS1933

Experiments with a Counter-propeller

This note describes tests made at Stanford University on a four-blade fixed counter-propeller in combination with a two-blade rotating propeller. It is shown that the efficiency of the normal form, well-designed air propeller can be increased about two percent over the full working range by the addition of fixed counter-propeller blades.

Lesley, E P↗
NASA NTRS1992

Far-field noise and internal modes from a ducted propeller at simulated aircraft takeoff conditions

The ducted propeller offers structural and acoustic benefits typical of conventional turbofan engines while retaining much of the aeroacoustic benefits of the unducted propeller. A model Advanced Ducted Propeller (ADP) was tested in the NASA Lewis Low-Speed Anechoic Wind Tunnel at a simulated takeoff velocity of Mach 0.2. The ADP model was designed and manufactured by the Pratt and Whitney Division of United Technologies. The 16-blade rotor ADP was tested with 22- and 40-vane stators to achieve cut-on and cut-off criterion with respect to propagation of the fundamental rotor-stator interaction tone. Additional test parameters included three inlet lengths, three nozzle sizes, two spinner configurations, and two rotor rub strip configurations. The model was tested over a range of rotor blade setting angles and propeller axis angles-of-attack. Acoustic data were taken with a sideline translating microphone probe and with a unique inlet microphone probe which identified inlet rotating acoustic modes. The beneficial acoustic effects of cut-off were clearly demonstrated. A 5 dB fundamental tone reduction was associated with the long inlet and 40-vane sector, which may relate to inlet duct geometry. The fundamental tone level was essentially unaffected by propeller axis angle-of-attack at rotor speeds of at least 96 percent design.

Woodward, Richard P.↗
NASA NTRS1992

Far-field noise and internal modes from a ducted propeller at simulated aircraft takeoff conditions

The ducted propeller offers structural and acoustic benefits typical of conventional turbofan engines while retaining much of the aeroacoustic benefits of the unducted propeller. A model Advanced Ducted Propeller (ADP) was tested in the NASA Lewis Low-Speed Anechoic Wind Tunnel at a simulated takeoff velocity of Mach 0.2. The ADP model was designed and manufactured by the Pratt and Whitney Division of United Technologies. The 16-blade rotor ADP was tested with 22- and 40-vane stators to achieve cut-on and cut-off criterion with respect to propagation of the fundamental rotor-stator interaction tone. Additional test parameters included three inlet lengths, three nozzle sizes, two spinner configurations, and two rotor rub strip configurations. The model was tested over a range of rotor blade setting angles and propeller axis angles-of-attack. Acoustic data were taken with a sideline translating microphone probe and with a unique inlet microphone probe which identified inlet rotating acoustic modes. The beneficial acoustic effects of cut-off were clearly demonstrated. A 5 dB fundamental tone reduction was associated with the long inlet and 40-vane sector, which may relate to inlet propeller axis angle-of-attack at rotor speeds of at least 96 percent design.

Woodward, Richard P.↗
NASA NTRS2009

Visco Jet Joule-Thomson Device Characterization Tests in Liquid Methane

Joule-Thomson (J-T) devices have been identified as critical components for Thermodynamic Vent Systems (TVS) planned for future space exploration missions. Lee Visco Jets (The Lee Company) (Ref. 4) are one type of J-T device that may be used for LCH4 propellant systems. Visco Jets have been previously tested and characterized in LN2 and LH2 (Refs. 6 and 7), but have not been characterized in LOX or LCH4. Previous Visco Jet tests with LH2 resulted in clogging of the Visco Jet orifice under certain conditions. It has been postulated that this clogging was due to the presence of neon impurities in the LH2 that solidified in the orifices. Visco Jets therefore require testing in LCH4 to verify that they will not clog under normal operating conditions. This report describes a series of tests that were performed at the NASA Glenn Research Center to determine if Visco Jets would clog under normal operating conditions with LCH4 propellant. Test results from this program indicate that no decrease in flow rate was observed for the Visco Jets tested, and that current equation used for predicting flow rate appears to under-predict actual flow at high Lohm ratings.

Jurns, John M.↗
NASA NTRS2004

Anticipated Effectiveness of Active Noise Control in Propeller Aircraft Interiors as Determined by Sound Quality Tests

Two experiments were conducted, using sound quality engineering practices, to determine the subjective effectiveness of hypothetical active noise control systems in a range of propeller aircraft. The two tests differed by the type of judgments made by the subjects: pair comparisons in the first test and numerical category scaling in the second. Although the results of the two tests were in general agreement that the hypothetical active control measures improved the interior noise environments, the pair comparison method appears to be more sensitive to subtle changes in the characteristics of the sounds which are related to passenger preference.

Powell, Clemans A.↗
NASA NTRS1979

Long term storage test of titanium material with liquid fluorine propellant

The compatibility of 6AL-4V Ti with propellant grade GF2 and LF2 at 77 K for up to 3 years was investigated. Titanium double coupons, annealed or heat treated, with 16 or 64 RMS finishes, were immersed in F2 in individual Pyrex capsules and stored under LN2 for 29 and 39 months. Pre and post immersion tests were performed on the propellant and coupons. Chemical analysis of the propellant did not reveal any significant changes due to titanium corrosion. Gravimetric, visual, microscopic, and metallurgical examination with pitting analysis did not reveal gross corrosion of the titanium although pitting appears to be greater after 39 months exposure. The increase in pit size and number raises the possibility of unpredictable crack propagation instability. Fracture toughness tests are necessary to define this possibility.

Denson, J. R.↗
NASA NTRS1974

Test results from a breadboard cryogenic propellant condition assembly

Cryogenic auxiliary propulsion systems consist of five major subsystems: propellant tanks, propellant conditioning assemblies, accumulators, propellant distribution systems, and thrustors. The propellant conditioning assembly (PCA) converts low pressure liquid to high pressure gas for use by the thrustors, and is one of the most complex subsystems of the cryogenic propulsion system. The ability to achieve rapid starts and at the same time maintain system control are two critical areas of PCA operation. To investigate these critical areas of operation, a PCA of the general type required was designed, fabricated, and tested using existing hardware. Realistic start times were achieved and system control was maintained at all operating conditions.

Stinson, H. P., Jr.↗
NASA NTRS1942

The Characteristics of Two Model Six-blade Counterrotating Pusher Propellers of Conventional and Improved Aerodynamic Design

Two airfoil plans were used for propeller blades. One is modified Clark Y section designed for structural reliability and the second an NACA 16 airfoil section designed to produce minimum aerodynamic losses. At low air speeds, the propeller designed for aerodynamic effects showed a gain of from 1.5 to 4.0 percent in propulsive efficiency over the conventional type depending on the pitch. Because of the numerous variables involved, the effect of each one on the aerodynamic characteristics of the propellers could not be isolated.

PROPELLERS - PROPULSIVE EFFICIENCY↗
NASA NTRS1928

The Effect of the Sperry Messenger Fuselage on the Air Flow at the Propeller Plane

In order to study the effect of the fuselage, landing gear, and engine on the air flow through the propeller, a survey was made in the plane of the Sperry Messenger propeller with the propeller removed. The tests were made in the 20-foot air stream of the propeller research tunnel of the National Advisory Committee for Aeronautics at Langley Field, Virginia. The variation of the velocity with distance from the center in the propeller plane was found to be appreciable and well worth consideration in the design of propellers. It was also found that the velocity through the propeller plane was affected by the presence of the engine, and that the velocity in front of the landing gear was lower than that at other points in the propeller plane having the same radius.

Weick, Fred E↗
NASA NTRS1989

Noise of a model counterrotation propeller with simulated fuselage and support pylon at takeoff/approach conditions

Two modern high-speed advanced counterrotation propellers, F7/A7 and F7/A3 were tested in the NASA Lewis Research Centers's 9- by 15-foot Anechoic Wind Tunnel at simulated takeoff/approach conditions of 0.2 Mach number. Both rotors were of similar diameter on the F7/A7 propeller, while the aft rotor diameter of the F7/A3 propeller was 85 percent of the forward propeller to reduce tip vortex-aft rotor interaction. The two propellers were designed for similar performance. The propellers were tested in both the clean configuration, and installed configuration consisting of a simulated upstream nacelle support pylon and fuselage section. Acoustic measurements were made with an axially translating microphone probe, and with a polar microphone probe which was fixed to the propeller nacelle and could make both sideline and circumferential acoustic surveys. Aerodynamic measurements were also made to establish propeller operating conditions. The propellers were run at blade setting angles (fron angle/rear angle) of 41.1/39.4 deg for the F7/A7 propeller, and 41.1/46.4 deg for the F7/A3 propeller. The forward rotors were tested over a range of tip speeds from 165 to 259 m/sec (540 to 850 ft/sec), and both propellers were tested at the maximum rotor-rotor spacing, based on pitch change axis separation, of 14.99 cm (5.90 in.). The data presented in this paper are for 0 deg propeller axis angle of attack. Results are presented for the baseline, pylon-alone, and strut + fuselage configurations. The presence of the simulated fuselage resulted in higher rotor-alone tone levels in a direction normal to the advancing propeller blade near the fuselage. A corresponding rotor-alone tone reduction was often observed 180 deg circumferentially from this region of increased noise. A significant rotor-alone increase for both rotors was observed diametrically opposite the fuselage. In some cases, interaction tone levels were likewise affected by the simulated installation.

Woodward, Richard P.↗
NASA NTRS1989

Noise of a model counterrotation propeller with simulated fuselage and support pylon at takeoff/approach conditions

Two modern high-speed advanced counterrotation propellers, F7/A7 and F7/A3 were tested in the NASA Lewis Research Centers's 9- by 15-foot Anechoic Wind Tunnel at simulated takeoff/approach conditions of 0.2 Mach number. Both rotors were of similar diameter on the F7/A7 propeller, while the aft rotor diameter of the F7/A3 propeller was 85 percent of the forward propeller to reduce tip vortex-aft rotor interaction. The two propellers were designed for similar performance. The propellers were tested in both the clean configuration, and installed configuration consisting of a simulated upstream nacelle support pylon and fuselage section. Acoustic measurements were made with an axially translating microphone probe, and with a polar microphone probe which was fixed to the propeller nacelle and could make both sideline and circumferential acoustic surveys. Aerodynamic measurements were also made to establish propeller operating conditions. The propellers were run at blade setting angles (front angle/rear angle) of 41.1/39.4 deg for the F7/A7 propeller, and 41.1/46.4 deg for the F7/A3 propeller. The forward rotors were tested over a range of tip speeds from 165 to 259 m/sec (540 to 850 ft/sec), and both propellers were tested at the maximum rotor-rotor spacing, based on pitch change axis separation, of 14.99 cm (5.90 in.). The data presented in this paper are for 0 deg propeller axis angle of attack. Results are presented for the baseline, pylon-alone, and strut + fuselage configurations. The presence of the simulated fuselage resulted in higher rotor-alone tone levels in a direction normal to the advancing propeller blade near the fuselage. A corresponding rotor-alone tone reduction was often observed 180 deg circumferentially from this region of increased noise. A significant rotor-alone increase for both rotors was observed diametrically opposite the fuselage. In some cases, interaction tone levels were likewise affected by the simulated installation.

Woodward, Richard P.↗
NASA NTRS1995

Long Life Testing of Oxide-Coated Iridium/Rhenium Rockets

22-N class rockets, composed of a rhenium (Re) substrate, an iridium (Ir) coating, and an additional composite coating consisting of Ir and a ceramic oxide, were tested on gaseous oxygen/gaseous hydrogen (GO2/GH2) propellants. Two rockets were tested, one for nearly 39 hours at a nominal mixture ratio (MR) of 4.6 and chamber pressure (Pc) of 469 kPa, and the other for over 13 hours at a nominal MR of 5.8 and 621 kPa Pc. Four additional Ir/Re rockets, with a composite Ir-oxide coating fabricated using a modified process, were also tested, including one for 1.3 hours at a nominal MR of 16.7 and Pc of 503 kPa. The long lifetimes demonstrated on low MR GO2/GH2 suggest greatly extended chamber lifetimes (tens of hours) in the relatively low oxidizing combustion environments of Earth storable propellants. The oxide coatings could also serve as a protective coating in the near injector region, where a still-mixing flowfield may cause degradation of the Ir layer. Operation at MR close to 17 suggests that oxide-coated Ir/Re rockets could be used in severely oxidizing combustion environments, such as high MR GO2/GH2, oxygen/hydrocarbon, and liquid gun propellants.

Reed, Brian D.↗
NASA NTRS2023

Reliable Ignition of LOX Methane Propellants in Thermal Vacuum Environment

The goal of this project is to demonstrate reliable ignition of liquid oxygen-liquid methane at thermal vacuum conditions using a coil-on-plug (COP) sparking exciter. Testing will be performed using EP’s Frost-Mint cryogenic propellant test stand, using an engine updated based on data collected from previous engine testing at Plum Brook Station, to determine conditions under which the cryogenic propellants will consistently and reliably ignite. In FY22 the project successfully completed the following milestones. The cryogenic test stand Frost-Mint was upgraded to include an integrated vacuum tube and liquid nitrogen cooling system enabling cold vacuum ignition testing. The Integrated GN2/LN2 Ultra-Low-temperature Enclosure (IGLUE), a custom-built close-coupled heater exchanger shroud was designed, fabricated, tested and integrated into the test stand. The vacuum tube and IGLUE enabled the thruster body and propellants to be conditioned to temperatures and pressures desired. This work recreated the no-light conditions experienced during vehicle-level thermal vacuum testing and obtained thruster performance data and ignition imagery.

liquid oxygen↗
NASA NTRS2018

Stress Corrosion Cracking of Metals in Propellants

Stress corrosion cracking (SCC) of a fracture critical metallic material can cause a premature failure if the material is susceptible in the unique service environment. Material fluid compatibility is an area of interest for the current NASA programs leading the human exploration path to Mars. White Sands Test Facility, the agency's lead on hypergolic propellant testing, identifies a lack in stress corrosion cracking susceptibility data for metallic materials in hypergolic propellants. The development of a stress corrosion cracking screening method is necessary to bridge the knowledge gap and enable the community to more confidently select materials for the use in systems containing corrosive fluids.

Alcantara, Ilse↗