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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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24 records · Page 2
All sourcesNASA NTRSDOE OSTI
NASA NTRS2013

A Computational Fluid Dynamics Study of Swirling Flow Reduction by using Anti-vortex Baffle

An anti-vortex baffle is a liquid propellant management device placed adjacent to an outlet of the propellant tank. Its purpose is to substantially reduce or eliminate the formation of free surface dip and vortex, as well as prevent vapor ingestion into the outlet, as the liquid drains out through the flight. To design an effective anti-vortex baffle, Computational Fluid Dynamic (CFD) simulations were undertaken for the NASA Ares I vehicle LOX tank subjected to the simulated flight loads with and without the anti-vortex baffle. The Six Degree-Of-Freedom (6- DOF) dynamics experienced by the Crew Launch Vehicle (CLV) during ascent were modeled by modifying the momentum equations in a CFD code to accommodate the extra body forces from the maneuvering in a non-inertial frame. The present analysis found that due to large moments, the CLV maneuvering has significant impact on the vortical flow generation inside the tank. Roll maneuvering and side loading due to pitch and yaw are shown to induce swirling flow. The vortical flow due to roll is symmetrical with respect to the tank centerline, while those induced by pitch and yaw maneuverings showed two vortices side by side. The study found that without the anti-vortex baffle, the swirling flow caused surface dip during the late stage of drainage and hence early vapor ingestion. The flow can also be non-uniform in the drainage pipe as the secondary swirling flow velocity component can be as high as 10% of the draining velocity. An analysis of the vortex dynamics shows that the swirling flow in the drainage pipe during the Upper Stage burn is mainly the result of residual vortices inside the tank due to conservation of angular momentum. The study demonstrated that the swirling flow in the drainage pipe can be effectively suppressed by employing the anti-vortex baffle.

Yang, H. Q.↗
NASA NTRS2017

A Computational Fluid Dynamics Study of Swirling Flow Reduction by Using Anti-Vortex Baffle

An anti-vortex baffle is a liquid propellant management device placed adjacent to an outlet of the propellant tank. Its purpose is to substantially reduce or eliminate the formation of free surface dip and vortex, as well as prevent vapor ingestion into the outlet, as the liquid drains out through the flight. To design an effective anti-vortex baffle, Computational Fluid Dynamic (CFD) simulations were undertaken for the NASA Ares I vehicle LOX tank subjected to the simulated flight loads with and without the anti-vortex baffle. The Six Degree-Of-Freedom (6-DOF) dynamics experienced by the Crew Launch Vehicle (CLV) during ascent were modeled by modifying the momentum equations in a CFD code to accommodate the extra body forces from the maneuvering in a non-inertial frame. The present analysis found that due to large moments, the CLV maneuvering has a significant impact on the vortical flow generation inside the tank. Roll maneuvering and side loading due to pitch and yaw are shown to induce swirling flow. The vortical flow due to roll is symmetrical with respect to the tank centerline, while those induced by pitch and yaw maneuverings showed two vortices side by side. The study found that without the anti-vortex baffle, the swirling flow caused surface dip during the late stage of drainage and hence early vapor ingestion. The flow can also be non-uniform in the drainage pipe as the secondary swirling flow velocity component can be as high as 10% of the draining velocity. An analysis of the vortex dynamics shows that the swirling flow in the drainage pipe during the Upper Stage burn is mainly the result of residual vortices inside the tank due to the conservation of angular momentum. The study demonstrated that the swirling flow in the drainage pipe can be effectively suppressed by employing the anti-vortex baffle.

Yang, H. Q.↗
NASA NTRS2017

A Computational Fluid Dynamics Study of Swirling Flow Reduction by Using Anti-Vortex Baffle

An anti-vortex baffle is a liquid propellant management device placed adjacent to an outlet of the propellant tank. Its purpose is to substantially reduce or eliminate the formation of free surface dip and vortex, as well as prevent vapor ingestion into the outlet, as the liquid drains out through the flight. To design an effective anti-vortex baffle, Computational Fluid Dynamic (CFD) simulations were undertaken for the NASA Ares I vehicle LOX tank subjected to the simulated flight loads with and without the anti-vortex baffle. The Six Degree-Of-Freedom (6-DOF) dynamics experienced by the Crew Launch Vehicle (CLV) during ascent were modeled by modifying the momentum equations in a CFD code to accommodate the extra body forces from the maneuvering in a non-inertial frame. The present analysis found that due to large moments, the CLV maneuvering has a significant impact on the vortical flow generation inside the tank. Roll maneuvering and side loading due to pitch and yaw are shown to induce swirling flow. The vortical flow due to roll is symmetrical with respect to the tank centerline, while those induced by pitch and yaw maneuverings showed two vortices side by side. The study found that without the anti-vortex baffle, the swirling flow caused surface dip during the late stage of drainage and hence early vapor ingestion. The flow can also be non-uniform in the drainage pipe as the secondary swirling flow velocity component can be as high as 10% of the draining velocity. An analysis of the vortex dynamics shows that the swirling flow in the drainage pipe during the Upper Stage burn is mainly the result of residual vortices inside the tank due to the conservation of angular momentum. The study demonstrated that the swirling flow in the drainage pipe can be effectively suppressed by employing the anti-vortex baffle.

Yang, H. Q.↗
NASA NTRS1956

Directional Stability of Towed Airplanes

So far, very careful investigations have been made regarding the flight properties, in particular the static and dynamic stability, of engine-propelled aircraft and of untowed gliders. In contrast, almost no investigations exist regarding the stability of airplanes towed by a towline. Thus, the following report will aim at investigating the directional stability of the towed airplane and, particularly, at determining what parameters of the flight attitude and what configuration properties affect the stability. The most important parameters of the flight attitude are the dynamic pressure, the aerodynamic coefficients of the flight attitude, and the climbing angle. Among the configuration properties, the following exert the greatest influence on the stability: the tow-cable length, the tow-cable attachment point, the ratio of the wing loadings of the towing and the towed airplanes, the moments of inertia, and the wing dihedral of the towed airplane. In addition, the size and shape of the towed airplane vertical tail, the vertical tail length, and the fuselage configuration are decisive factors in determining the yawing moment and side force due to sideslip, respectively.

Soehne, W.↗
NASA NTRS1923

Wind tunnel tests of five strut sections in yaw

In the first series of wind tunnel tests, the drag and cross wing force of all the struts were measured at a wind speed of 30 mph and at angles of yaw from 0 degrees to 20 degrees. To determine the magnitude of the VL effect, each strut was tested at zero yaw and at a series of speeds ranging from 15 to 38 mph. Although designed as fairings for cables, part of these sections gave such high crosswind forces that they seemed to have possibilities as airfoils. Therefore, the lift (identical with the crosswind force) and drag coefficients were recalculated for four sections on the basis of broadside area to make them comparable with wing coefficients. The general conclusion that the best fineness ratio for a strut is a function of the Reynolds number, decreasing steadily as that quality increases, has of course been reached many times, both by theory and experiment. It was confirmed here once more, and the effect of form on sensitiveness to VL is also strikingly shown. It seems probable that this effect of form is largely due to interaction between the nose and tail, and to the influence which the form of the nose exerts over the whole flow around the strut.

PROPELLERS, METAL↗
NASA NTRS1960

Supersonic Aerodynamic Characteristics of a Low-Drag Aircraft Configuration having an Arrow Wing of Aspect Ratio 1.86 and a Body of Fineness Ratio 20

A free-flight rocket-propelled-model investigation was conducted at Mach numbers of 1.2 to 1.9 to determine the longitudinal and lateral aero-dynamic characteristics of a low-drag aircraft configuration. The model consisted of an aspect-ratio -1.86 arrow wing with 67.5 deg. leading-edge sweep and NACA 65A004 airfoil section and a triangular vertical tail with 60 deg. sweep and NACA 65A003 section in combination with a body of fineness ratio 20. Aerodynamic data in pitch, yaw, and roll were obtained from transient motions induced by small pulse rockets firing at intervals in the pitch and yaw directions. From the results of this brief aerodynamic investigation, it is observed that very slender body shapes can provide increased volumetric capacity with little or no increase in zero-lift drag and that body fineness ratios of the order of 20 should be considered in the design of long-range supersonic aircraft. The zero-lift drag and the drag-due-to-lift parameter of the test configuration varied linearly with Mach number. The maximum lift-drag ratio was 7.0 at a Mach number of 1.25 and decreased slightly to a value of 6.6 at a Mach number of 1.81. The optimum lift coefficient, normal-force-curve slope, lateral-force-curve slope, static stability in pitch and yaw, time to damp to one-half amplitude in pitch and yaw, the sum of the rotary damping derivatives in pitch and also in yaw, and the static rolling derivatives all decreased with an increase in Mach number. Values of certain rolling derivatives were obtained by application of the least-squares method to the differential equation of rolling motion. A comparison of the experimental and calculated total rolling-moment-coefficient variation during transient oscillations of the model indicated good agreement when the damping-in-roll contribution was included with the static rolling-moment terms.

Gillespie, Warren, Jr.↗