Search NASA⌕ Search

SEARCH · Search NASA

Results for “Reduction”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 307 records · Page 17

Ammonia from Iron(II) Reduction of Nitrite and the Strecker Synthesis: Do Iron(II) and Cyanide Interfere with Each Other?

The question of whether the production of ammonia, from the reduction of nitrite by iron(II), is compatible with its use in the Strecker synthesis of amino acids, or whether the iron and the cyanide needed for the Strecker synthesis interfere with each other, is addressed. Results show that the presence of iron(II) appears to have little, or no, affect on the Strecker synthesis. The presence of cyanide does interfere with reduction of nitrite, but the reduction proceeds at cyanide/iron ratios of less than 4:1. At ratios of about 2:1 and less there is only a small effect. The two reactions can be combined to proceed in each other's presence, forming glycine from nitrite, Fe(+2), formaldehyde, and cyanide.

Summers, David P.↗

An Examination of Drag Reduction Mechanisms in Marine Animals, with Potential Applications to Uninhabited Aerial Vehicles

Previous engineering research and development has documented the plausibility of applying biomimetic approaches to aerospace engineering. Past cooperation between the Virginia Institute of Marine Science (VIMS) and NASA focused on the drag reduction qualities of the microscale dermal denticles of shark skin. This technology has subsequently been applied to submarines and aircraft. The present study aims to identify and document the three-dimensional geometry of additional macroscale morphologies that potentially confer drag reducing hydrodynamic qualities upon marine animals and which could be applied to enhance the range and endurance of Uninhabited Aerial Vehicles (UAVs). Such morphologies have evolved over eons to maximize organismal energetic efficiency by reducing the energetic input required to maintain cruising speeds in the viscous marine environment. These drag reduction qualities are manifested in several groups of active marine animals commonly encountered by ongoing VIMS research programs: namely sharks, bony fishes such as tunas, and sea turtles. Through spatial data acquired by molding and digital imagery analysis of marine specimens provided by VIMS, NASA aims to construct scale models of these features and to test these potential drag reduction morphologies for application to aircraft design. This report addresses the efforts of VIMS and NASA personnel on this project between January and November 2001.

Musick, John A.↗

Acoustic and Laser Doppler Anemometer Results for Confluent, 22-Lobed, and Unique-Lobed Mixer Exhaust Systems for Subsonic Jet Noise Reduction

The objective of this task was to develop a design methodology and noise reduction concepts for high bypass exhaust systems which could be applied to both existing production and new advanced engine designs. Special emphasis was given to engine cycles with bypass ratios in the range of 4:1 to 7:1, where jet mixing noise was a primary noise source at full power takeoff conditions. The goal of this effort was to develop the design methodology for mixed-flow exhaust systems and other novel noise reduction concepts that would yield 3 EPNdB noise reduction relative to 1992 baseline technology. Two multi-lobed mixers, a 22-lobed axisymmetric and a 21-lobed with a unique lobe, were designed. These mixers along with a confluent mixer were tested with several fan nozzles of different lengths with and without acoustic treatment in GEAE's Cell 41 under the current subtask (Subtask C). In addition to the acoustic and LDA tests for the model mixer exhaust systems, a semi-empirical noise prediction method for mixer exhaust system is developed. Effort was also made to implement flowfield data for noise prediction by utilizing MGB code. In general, this study established an aero and acoustic diagnostic database to calibrate and refine current aero and acoustic prediction tools.

Salikuddin, M.↗

Reduction of Wake-Stator Interaction Noise Using Passive Porosity

The present study was conducted to assess the potential of Passive Porosity Technology as a mechanism to reduce interaction noise in turbomachinery by reducing the fluctuating forces acting on the vane surfaces. To do so, a typical fan stator airfoil was subjected to the effects of a transversely moving wake; time histories of the primitive aerodynamic variables, obtained from Computational Fluid Dynamics (CFD) solutions, were then input into an acoustic prediction code. This procedure was performed on the solid airfoil to obtain a baseline, and on a series of porous configurations in order to isolate those that yield maximum noise reductions without compromising the aerodynamic performance of the stator. It was found that communication between regions of high pressure differential - made possible by the use of passive porosity - is necessary to significantly alter the noise radiation pattern of the stator airfoil. In general, noise reductions were obtained for those configurations incorporating passive porosity in the region between x/c is approximately 0.15 on the suction side of the airfoil and x/c is approximately 0.20 on the pressure side. Reductions in overall radiated noise of approximately 1.0 dB were obtained. The noise benefit increased to about 2.5 dB when the effects of loading noise alone were considered.

Tinetti, Ana F.↗

Prediction of Drag Reduction in Supersonic and Hypersonic Flows with Counterflow Jets

Computational fluid dynamics solutions of the flowfield of a truncated cone-cylinder with and without counterflow jets have been obtained for the short penetration mode (SPM) and long penetration mode (LPM) of the freestream-counterflow jet interaction flowfield. For the case without the counterflow jet, the comparison of the normalized surface pressures showed very good agreement with experimental data. For the case with the SPM jet, the predicted surface pressures did not compare as well with the experimental data upstream of the expansion corner, while aft of the expansion corner, the comparison of the solution and the data is seen to give much better agreement. The difference in the prediction and the data could be due to the transient character of the jet penetration modes, possible effects of the plasma physics that are not accounted for here, or even the less likely effect of flow turbulence, etc. For the LPM jet computations, one-dimensional isentropic relations were used to derived the jet exit conditions in order to obtain the LPM solutions. The solution for the jet exit Mach number of 3 shows a jet penetration several times longer than that of the SPM, and therefore much weaker bow shock, with an attendant reduction in wave drag. The LPM jet is, in essence, seen to be a "pencil" of fluid, with much higher dynamic pressure, embedded in the oncoming supersonic or hypersonic freestream. The methodology for determining the conditions for the LPM jet could enable a practical approach for the design and application of counterflow LPM jets for the reduction of wave drag and heat flux, thus significantly enhancing the aerodynamic characteristics and aerothermal performance of supersonic and hypersonic vehicles. The solutions show that the qualitative flow structure is very well captured. The obtained results, therefore, suggest that counterflowing jets are viable candidate technology concepts that can be employed to give significant reductions in wave drag, heat flux, and other attendant aerodynamic benefits.

Daso, Endwell O.↗

The Airframe Noise Reduction Challenge

The NASA goal of reducing external aircraft noise by 10 dB in the near-term presents the acoustics community with an enormous challenge. This report identifies technologies with the greatest potential to reduce airframe noise. Acoustic and aerodynamic effects will be discussed, along with the likelihood of industry accepting and implementing the different technologies. We investigate the lower bound, defined as noise generated by an aircraft modified with a virtual retrofit capable of eliminating all noise associated with the high lift system and landing gear. However, the airframe noise of an aircraft in this 'clean' configuration would only be about 8 dB quieter on approach than current civil transports. To achieve the NASA goal of 10 dB noise reduction will require that additional noise sources be addressed. Research shows that energy in the turbulent boundary layer of a wing is scattered as it crosses trailing edge. Noise generated by scattering is the dominant noise mechanism on an aircraft flying in the clean configuration. Eliminating scattering would require changes to much of the aircraft, and practical reduction devices have yet to receive serious attention. Evidence suggests that to meet NASA goals in civil aviation noise reduction, we need to employ emerging technologies and improve landing procedures; modified landing patterns and zoning restrictions could help alleviate aircraft noise in communities close to airports.

Lockard, David P.↗

Experimental Investigation of Convoluted Contouring for Aircraft Afterbody Drag Reduction

An experimental investigation was performed in the NASA Langley 16-Foot Transonic Tunnel to determine the aerodynamic effects of external convolutions, placed on the boattail of a nonaxisymmetric nozzle for drag reduction. Boattail angles of 15 and 22 were tested with convolutions placed at a forward location upstream of the boattail curvature, at a mid location along the curvature and at a full location that spanned the entire boattail flap. Each of the baseline nozzle afterbodies (no convolutions) had a parabolic, converging contour with a parabolically decreasing corner radius. Data were obtained at several Mach numbers from static conditions to 1.2 for a range of nozzle pressure ratios and angles of attack. An oil paint flow visualization technique was used to qualitatively assess the effect of the convolutions. Results indicate that afterbody drag reduction by convoluted contouring is convolution location, Mach number, boattail angle, and NPR dependent. The forward convolution location was the most effective contouring geometry for drag reduction on the 22 afterbody, but was only effective for M < 0.95. At M = 0.8, drag was reduced 20 and 36 percent at NPRs of 5.4 and 7, respectively, but drag was increased 10 percent for M = 0.95 at NPR = 7. Convoluted contouring along the 15 boattail angle afterbody was not effective at reducing drag because the flow was minimally separated from the baseline afterbody, unlike the massive separation along the 22 boattail angle baseline afterbody.

Deere, Karen A.↗

Improvement in diastolic intraventricular pressure gradients in patients with HOCM after ethanol septal reduction

We sought to validate measurement of intraventricular pressure gradients (IVPG) and analyze their change in patients with hypertrophic obstructive cardiomyopathy (HOCM) after ethanol septal reduction (ESR). Quantitative analysis of color M-mode Doppler (CMM) images may be used to estimate diastolic IVPG noninvasively. Noninvasive IVPG measurement was validated in 10 patients undergoing surgical myectomy. Echocardiograms were then analyzed in 19 patients at baseline and after ESR. Pulsed Doppler data through the mitral valve and pulmonary venous flow were obtained. CMM was used to obtain the flow propagation velocity (Vp) and to calculate IVPG off-line. Left atrial pressure was estimated with the use of previously validated Doppler equations. Data were compared before and after ESR. CMM-derived IVPG correlated well with invasive measurements obtained before and after surgical myectomy [r = 0.8, P < 0.01, Delta(CMM - invasive IVPG) = 0.09 +/- 0.45 mmHg]. ESR resulted in a decrease of resting LVOT systolic gradient from 62 +/- 10 to 29 +/- 5 mmHg (P < 0.001). There was a significant increase in the Vp and IVPG (from 48 +/- 5to 74 +/- 7 cm/s and from 1.5 +/- 0.2 to 2.6 +/- 0.3 mmHg, respectively, P < 0.001 for both). Estimated left atrial pressure decreased from 16.2 +/- 1.1 to 11.5 +/- 0.9 mmHg (P < 0.001). The increase in IVPG correlated with the reduction in the LVOT gradient (r = 0.6, P < 0.01). Reduction of LVOT obstruction after ESR is associated with an improvement in diastolic suction force. Noninvasive measurements of IVPG may be used as an indicator of diastolic function improvement in HOCM.

NASA Program Biomedical Research and Countermeasur↗

NASA Noise Reduction Program for Advanced Subsonic Transports

Aircraft noise is an important byproduct of the world's air transportation system. Because of growing public interest and sensitivity to noise, noise reduction technology is becoming increasingly important to the unconstrained growth and utilization of the air transportation system. Unless noise technology keeps pace with public demands, noise restrictions at the international, national and/or local levels may unduly constrain the growth and capacity of the system to serve the public. In recognition of the importance of noise technology to the future of air transportation as well as the viability and competitiveness of the aircraft that operate within the system, NASA, the FAA and the industry have developed noise reduction technology programs having application to virtually all classes of subsonic and supersonic aircraft envisioned to operate far into the 21st century. The purpose of this paper is to describe the scope and focus of the Advanced Subsonic Technology Noise Reduction program with emphasis on the advanced technologies that form the foundation of the program.

Stephens, David G.↗

Growth of the facultative anaerobe Shewanella putrefaciens by elemental sulfur reduction

The growth of bacteria by dissimilatory elemental sulfur reduction is generally associated with obligate anaerobes and thermophiles in particular. Here we describe the sulfur-dependent growth of the facultatively anaerobic mesophile Shewanella putrefaciens. Six of nine representative S. putrefaciens isolates from a variety of environments proved able to grow by sulfur reduction, and strain MR-1 was chosen for further study. Growth was monitored in a minimal medium (usually with 0.05% Casamino Acids added as a growth stimulant) containing 30 mM lactate and limiting concentrations of elemental sulfur. When mechanisms were provided for the removal of the metabolic end product, H2S, measurable growth was obtained at sulfur concentrations of from 2 to 30 mM. Initial doubling times were ca. 1.5 h and substrate independent over the range of sulfur concentrations tested. In the cultures with the highest sulfur concentrations, cell numbers increased by greater than 400-fold after 48 h, reaching a maximum density of 6.8 x 10(8) cells ml-1. Yields were determined as total cell carbon and ranged from 1.7 to 5.9 g of C mol of S(0) consumed-1 in the presence of the amino acid supplement and from 0.9 to 3.4 g of C mol of S(0-1) in its absence. Several lines of evidence indicate that cell-to-sulfur contact is not required for growth. Approaches for the culture of sulfur-metabolizing bacteria and potential ecological implications of sulfur reduction in Shewanella-like heterotrophs are discussed.

NASA Discipline Exobiology↗

Mode Transitions for the ST7 Disturbance Reduction System Experiment

The Space Technology 7 Disturbance Reduction System experiment will perform an on-orbit system-level validation of two technologies: a gravitational reference sensor employing a free-floating test mass and a set of colloidal micronewton thrusters. The Disturbance Reduction System is designed to maintain the spacecraft s position with respect to a free floating test mass to less than 10 nm/& over the frequency range of 1 to 30 m= mi paper presents the modes that compose the Disturbance Reduction System spacecraft control as well as the strategy used to transition between modes. A high-fidelity model of the system, which incorporates rigid-body models of the spacecraft and two test masses (18 degrees of freedom), is developed and used to evaluate the performance of each mode and the efficacy of the transition strategy.

Hsu, Oscar C.↗

The correlated blanching of synaptic bodies and reduction in afferent firing rates caused by transmitter-depleting agents in the frog semicircular canal

Synaptic bodies (SBs) associated with rings of synaptic vesicles and well-defined, pre- and post-synaptic membrane structures are indicators of maturity in most hair cell-afferent nerve junctions. The role of the SBs remains elusive despite several experiments showing that they may be involved in storage of neurotransmitter. Our results demonstrate that SBs of the adult posterior semicircular canal (SCC) cristae hair cells become less electron dense following incubation of the SCC with the transmitter-depleting drug tetrabenazine (TBZ). Objective quantification and comparison of the densities of the SBs in untreated and TBZ-treated frog SCC demonstrated that TBZ significantly decreased the electron density of SBs. This reduction in electron density was accompanied by a reduction in firing rates of afferent fibers innervating the posterior SCC. A second transmitter-depleting drug, guanethidine, previously shown to reduce the electron density of hair cell SBs, also reduced the firing rates of afferent fibers innervating the posterior SCC. In contrast, the electron density of dense granules (DG), similar in size and shape to synaptic bodies (SB) in hair cells, did not change after incubation in TBZ, thus indicating that granules and SBs are not similar in regard to their electron density. The role of SBs in synaptic transmission and the transmitter, if any, stored in the SBs remain unknown. Nonetheless, the association of the lessening of electron density with a reduction in afferent firing rate provides impetus for the further investigation of the SB's role in neurotransmission.

NASA Discipline Neuroscience↗

Jet Noise Reduction

The Acoustics Branch is responsible for reducing noise levels for jet and fan components on aircraft engines. To do this, data must be measured and calibrated accurately to ensure validity of test results. This noise reduction is accomplished by modifications to hardware such as jet nozzles, and by the use of other experimental hardware such as fluidic chevrons, elliptic cores, and fluidic shields. To insure validity of data calibration, a variety of software is used. This software adjusts the sound amplitude and frequency to be consistent with data taken on another day. Both the software and the hardware help make noise reduction possible. work properly. These software programs were designed to make corrections for atmosphere, shear, attenuation, electronic, and background noise. All data can be converted to a one-foot lossless condition, using the proper software corrections, making a reading independent of weather and distance. Also, data can be transformed from model scale to full scale for noise predictions of a real flight. Other programs included calculations of Over All Sound Pressure Level (OASPL), Effective Perceived Noise Level (EPNL). OASPL is the integration of sound with respect to frequency, and EPNL is weighted for a human s response to different sound frequencies and integrated with respect to time. With the proper software correction, data taken in the NATR are useful in determining ways to reduce noise. display any difference between two or more data files. Using this program and graphs of the data, the actual and predicted data can be compared. This software was tested on data collected at the Aero Acoustic Propulsion Laboratory (AAPL) using a variety of window types and overlaps. Similarly, short scripts were written to test each individual program in the software suite for verification. Each graph displays both the original points and the adjusted points connected with lines. During this summer, data points were taken during a live experiment at the AAPL to measure Nozzle Acoustic Test Rig (NATR) background noise levels. Six condenser microphones were placed in strategic locations around the dome and the inlet tunnel to measure different noise sources. From the control room the jet was monitored with the help of video cameras and other sensors. The data points were recorded, reduced, and plotted, and will be used to plan future modifications to the NATR. The primary goal to create data reduction test programs and provide verification was completed. As a result of the internship, I learned C/C++, UNIX/LINUX, Excel, and acoustic data processing methods. I also recorded data at the AAPL, then processed and plotted it. These data would be useful to compare against existing data. In addition, I adjusted software to work on the Mac OSX platform. And I used the available training resources.

Kenny, Patrick↗

Aeroacoustic Analysis of Fan Noise Reduction With Increased Bypass Nozzle Area

An advanced model turbofan was tested in the NASA Glenn 9-by 15-Foot Low Speed Wind Tunnel (9x15 LSWT) to explore far field acoustic effects of increased bypass nozzle area. This fan stage test was part of the NASA Glenn Fan Broadband Source Diagnostic Test, second entry (SDT2) which acquired aeroacoustic results over a range of test conditions. The baseline nozzle was sized to produce maximum stage performance at cruise condition. However, the wind tunnel testing is conducted near sea level condition. Therefore, in order to simulate and obtain performance at other operating conditions, two additional nozzles were designed and tested one with +5 percent increase in weight flow (+5.4 percent increase in nozzle area compared with the baseline nozzle), sized to simulate the performance at the stage design point (takeoff) condition, and the other with a +7.5 percent increase in weight flow (+10.9 percent increase in nozzle area) sized for maximum weight flow with a fixed nozzle at sea level condition. Measured acoustic benefits with increased nozzle area were very encouraging, showing overall sound power level (OAPWL) reductions of 2 or more dB while the stage thrust actually increased by 2 to 3 percent except for the most open nozzle at takeoff rotor speed where stage performance decreased. Effective perceived noise levels for a 1500 ft engine flyover and 3.35 scale factor showed a similar noise reduction of 2 or more EPNdB. Noise reductions, principally in the level of broadband noise, were observed everywhere in the far field. Laser Doppler Velocimetry measurements taken downstream of the rotor showed that the total turbulent velocity decreased with increasing nozzle flow, which may explain the reduced rotor broadband noise levels.

Woodward, Richard P.↗

Silica and Pyroxene in IVA Irons; Possible Formation of the IVA Magma by Impact Melting and Reduction of L-LL-Chondrite Materials Followed by Crystallization and Cooling

Group IVA is a large magmatic group of iron meteorites. The mean DELTA O-17 (= delta O-17 - 0.52(raised dot) delta O-18) of the silicates is approx. plus or minus 1.2%o, similar to the highest values in L chondrites and the lowest values in LL chondrites; delta O-18 values are also in the L/LL range. This strongly suggests that IVA irons formed by melting L-LL parental material, but the mean Ni content of IVA irons (83 mg/g) is much lower than that of a presumed L-LL parent (approx. 170 mg/g) and the low-Ca pyroxene present in two IVA meteorites is Fs13, much lower than the Fs20-29 values in L and LL chondrites. Thus, formation from L-LL precursors requires extensive addition of metallic Fe, probably produced by reduction of FeS and FeO. Group IVA also has S/Ni, Ga/Ni, and Ge/Ni ratios that are much lower than those in L-LL chondrites or any chondrite group that preserves nebular compositions, implying loss of these volatile elements during asteroidal processing. We suggest that these reduction and loss processes occurred near the surface of the asteroid during impact heating, and resulted partly from reduction by C, and partly from the thermal dissociation of FeS and FeO with loss of O and S. The hot (approx. 1770 K) low-viscosity melt quickly moved through channels in the porous asteroid to form a core. Two members of the IVA group, Sao Joao Nepomuceno (hereafter, SJN) and Steinbach, contain moderate amounts of orthopyroxene and silica, and minor amounts of low-Ca clinopyroxene. Even though SJN formed after approx. 26% crystallization and Steinbach formed after approx. 77% Crystallization of the IVA core, both could have originated within several tens of meters of the core-mantle interface if 99% of the crystallization occurred from the center outwards. Two other members of the group (Gibeon and Bishop Canyon) contain tabular tridymite, which we infer to have initially formed as veins deposited from a cooling SiO-rich vapor. The silicates were clearly introduced into IVA irons after the initial magma crystallized. Because the y-iron crystals in SJN are typically about 5 cm across, an order of magnitude smaller than in IVA irons that do not contain massive silicates, we infer that the metal was in the gamma-iron field when the silicates were injected. The SJN and Steinbach silicate compositions are near the low-Ca-pyroxene/silica eutectic compositions. We suggest that a tectonic event produced a eutectic-like liquid and injected it together with unmelted pyroxene grains into fissures in the solid metal core. Published estimates of IVA metallographic cooling rates range from 20 to 3000 K/Ma, leading to a hypothesized breakup of the core during a major impact followed by scrambling of the core and mantle debris [Haack, H., Scott, E.R.D., Love, S.G., Brearley, A. 1996. Thermal histories of IVA stony-iron and iron meteorites: evidence for asteroid fragmentation and reaccretion. Geochim. Cosmochim. Acta 60, 3103-3113]. This scrambling model is physically implausible and cannot explain the strong correlation of estimated cooling rates with metal composition. Previous workers concluded that the low-Ca clinopyroxene in SJN and Steinbach formed from protopyroxene by quenching at a cooling rate of 10(sup 12) K/Ma, and suggested that this also supported an impact-scrambling model. This implausible spike in cooling rate by a factor of 10(sup 10) can be avoided if the low-Ca clinopyroxene were formed by a late shock event that converted orthopyroxene to clinopyroxene followed by minimal growth in the clinopyroxene field, probably because melt was also produced. We suggest that metallographic cooling-rate estimates (e.g., based on island taenite) giving similar values throughout the metal compositional range are more plausible, and that the IVA parent asteroid can be modeled by monotonic cooling followed by a high-temperature impact event that introduced silicates into the metal and a low-temperature impact event that partially converted thopyroxene into low-Ca clinopyroxene.

Wasson, John T.↗

Reduction of turbomachinery noise

In the invention, propagating broad band and tonal acoustic components of noise characteristic of interaction of a turbomachine blade wake, produced by a turbomachine blade as the blade rotates, with a turbomachine component downstream of the rotating blade, are reduced. This is accomplished by injection of fluid into the blade wake through a port in the rotor blade. The mass flow rate of the fluid injected into the blade wake is selected to reduce the momentum deficit of the wake to correspondingly increase the time-mean velocity of the wake and decrease the turbulent velocity fluctuations of the wake. With this fluid injection, reduction of both propagating broad band and tonal acoustic components of noise produced by interaction of the blade wake with a turbomachine component downstream of the rotating blade is achieved. In a further noise reduction technique, boundary layer fluid is suctioned into the turbomachine blade through a suction port on the side of the blade that is characterized as the relatively low-pressure blade side. As with the fluid injection technique, the mass flow rate of the fluid suctioned into the blade is here selected to reduce the momentum deficit of the wake to correspondingly increase the time-mean velocity of the wake and decrease the turbulent velocity fluctuations of the wake; reduction of both propagating broad band and tonal acoustic components of noise produced by interaction of the blade wake with a turbomachine component downstream of the rotating blade is achieved with this suction technique. Blowing and suction techniques are also provided in the invention for reducing noise associated with the wake produced by fluid flow around a stationary blade upstream of a rotating turbomachine.

Waitz, Ian A.↗

Fuel Savings and Aerodynamic Drag Reduction from Rail Car Covers

The potential for energy savings by reducing the aerodynamic drag of rail cars is significant. A previous study of aerodynamic drag of coal cars suggests that a 25% reduction in drag of empty cars would correspond to a 5% fuel savings for a round trip [1]. Rail statistics for the United States [2] report that approximately 5.7 billion liters of diesel fuel were consumed for coal transportation in 2002, so a 5% fuel savings would total 284 million liters. This corresponds to 2% of Class I railroad fuel consumption nationwide. As part of a DOE-sponsored study, the aerodynamic drag of scale rail cars was measured in a wind tunnel. The goal of the study was to measure the drag reduction of various rail-car cover designs. The cover designs tested yielded an average drag reduction of 43% relative to empty cars corresponding to an estimated round-trip fuel savings of 9%.

Storms, Bruce↗

RANS Analyses of Turbofan Nozzles with Internal Wedge Deflectors for Noise Reduction

Computational fluid dynamics (CFD) was used to evaluate the flow field and thrust performance of a promising concept for reducing the noise at take-off of dual-stream turbofan nozzles. The concept, offset stream technology, reduces the jet noise observed on the ground by diverting (offsetting) a portion of the fan flow below the core flow, thickening and lengthening this layer between the high-velocity core flow and the ground observers. In this study a wedge placed in the internal fan stream is used as the diverter. Wind, a Reynolds averaged Navier-Stokes (RANS) code, was used to analyze the flow field of the exhaust plume and to calculate nozzle performance. Results showed that the wedge diverts all of the fan flow to the lower side of the nozzle, and the turbulent kinetic energy on the observer side of the nozzle is reduced. This reduction in turbulent kinetic energy should correspond to a reduction in noise. However, because all of the fan flow is diverted, the upper portion of the core flow is exposed to the freestream, and the turbulent kinetic energy on the upper side of the nozzle is increased, creating an unintended noise source. The blockage due to the wedge reduces the fan mass flow proportional to its blockage, and the overall thrust is consequently reduced. The CFD predictions are in very good agreement with experimental flow field data, demonstrating that RANS CFD can accurately predict the velocity and turbulent kinetic energy fields. While this initial design of a large scale wedge nozzle did not meet noise reduction or thrust goals, this study identified areas for improvement and demonstrated that RANS CFD can be used to improve the concept.

DeBonis, James R.↗