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At least 37 records · Page 2

Thin-film sensors for reusable space propulsion systems

Thin-film thermocouples (TFTCs) were developed for aircraft gas turbine engines and are in use for temperature measurement on turbine blades up to 1800 F. Established aircraft engine gas turbine technology is currently being adapted to turbine engine blade materials and the environment encountered in the Space Shuttle Main Engine (SSME)-severe thermal shock from cryogenic fuel to combustion temperatures. Initial results with coupons of MAR M-246 (+Hf) and PWA 1480 were followed by fabrication of TFTC on SSME turbine blades. Current efforts are focused on preparation for testing in the Turbine Blade Tester at NASA Marshall Space Flight Center.

Hepp, Aloysius F.↗

Thin-film sensors for space propulsion technology: Fabrication and preparation for testing

The goal of this work is to develop and test thin-film thermocouples for Space Shuttle Main Engine (SSME) components. Thin-film thermocouples have been developed for aircraft gas turbine engines and are in use for temperature measurement on turbine blades up to 1800 F. Established aircraft engine gas turbine technology is currently being adapted to turbine engine blade materials and the environment encountered in the SSME, especially severe thermal shock from cryogenic fuel to combustion temperatures. Initial results using coupons of MAR M-246 (+Hf) and PWA 1480 have been followed by fabrication of thin-film thermocouples on SSME turbine blades. Current efforts are focused on preparing for testing in the Turbine Blade Tester at the NASA Marshall Space Flight Center (MSFC). Future work will include testing of thin-film thermocouples on SSME blades of single crystal PWA 1480 at MSFC.

Kim, Walter S.↗

The promise of eutectics for aircraft turbines

The current status of the first generation eutectics, gamma/gamma transition - delta and NiTaC-13, is described in detail. Several second generation systems, such as gamma/gamma transition - alpha and NiTaC 3-116A, gamma - beta, and COTAC 74 are also reviewed with particular emphasis on their critical physical and mechanical properties, future research directions, and potential applications. Results of recent cost-benefit analyses of eutectic turbine blades are discussed.

Gray, H. R.↗

Feasibility of Actively Cooled Silicon Nitride Airfoil for Turbine Applications Demonstrated

Nickel-base superalloys currently limit gas turbine engine performance. Active cooling has extended the temperature range of service of nickel-base superalloys in current gas turbine engines, but the margin for further improvement appears modest. Therefore, significant advancements in materials technology are needed to raise turbine inlet temperatures above 2400 F to increase engine specific thrust and operating efficiency. Because of their low density and high-temperature strength and thermal conductivity, in situ toughened silicon nitride ceramics have received a great deal of attention for cooled structures. However, the high processing costs and low impact resistance of silicon nitride ceramics have proven to be major obstacles for widespread applications. Advanced rapid prototyping technology in combination with conventional gel casting and sintering can reduce high processing costs and may offer an affordable manufacturing approach. Researchers at the NASA Glenn Research Center, in cooperation with a local university and an aerospace company, are developing actively cooled and functionally graded ceramic structures. The objective of this program is to develop cost-effective manufacturing technology and experimental and analytical capabilities for environmentally stable, aerodynamically efficient, foreign-object-damage-resistant, in situ toughened silicon nitride turbine nozzle vanes, and to test these vanes under simulated engine conditions. Starting with computer aided design (CAD) files of an airfoil and a flat plate with internal cooling passages, the permanent and removable mold components for gel casting ceramic slips were made by stereolithography and Sanders machines, respectively. The gel-cast part was dried and sintered to final shape. Several in situ toughened silicon nitride generic airfoils with internal cooling passages have been fabricated. The uncoated and thermal barrier coated airfoils and flat plates were burner rig tested for 30 min without and with air cooling. Without cooling, the surface temperature of the flat plate reached approximately 2350 F. Starting with computer aided design (CAD) files of an airfoil and a flat plate with internal cooling passages, the permanent and removable mold components for gel casting ceramic slips were made by stereolithography and Sanders machines, respectively. The gel-cast part was dried and sintered to final shape. Several in situ toughened silicon nitride generic airfoils with internal cooling passages have been fabricated. The uncoated and thermal barrier coated airfoils and flat plates were burner rig tested for 30 min without and with air cooling. Without cooling, the surface temperature of the flat plate reached approximately 2350 F. With cooling, the surface temperature decreased to approximately 1910 F--a drop of approximately 440 F. This preliminary study demonstrates that a near-net-shape silicon nitride airfoil can be fabricated and that silicon nitride can sustain severe thermal shock and the thermal gradients induced by cooling and, thus, is a viable candidate for cooled components.

Bhatt, Ramakrishna T.↗

Impact design methods for ceramic components in gas turbine engines

Methods currently under development to design ceramic turbine components with improved impact resistance are presented. Two different modes of impact damage are identified and characterized, i.e., structural damage and local damage. The entire computation is incorporated into the EPIC computer code. Model capability is demonstrated by simulating instrumented plate impact and particle impact tests.

Song, J.↗

Solid Oxide Fuel Cell/Gas Turbine Hybrid Cycle Technology for Auxiliary Aerospace Power

A notional 440 kW auxiliary power unit has been developed for 300 passenger commercial transport aircraft in 2015AD. A hybrid engine using solid-oxide fuel cell stacks and a gas turbine bottoming cycle has been considered. Steady-state performance analysis during cruise operation has been presented. Trades between performance efficiency and system mass were conducted with system specific energy as the discriminator. Fuel cell performance was examined with an area specific resistance. The ratio of fuel cell versus turbine power was explored through variable fuel utilization. Area specific resistance, fuel utilization, and mission length had interacting effects upon system specific energy. During cruise operation, the simple cycle fuel cell/gas turbine hybrid was not able to outperform current turbine-driven generators for system specific energy, despite a significant improvement in system efficiency. This was due in part to the increased mass of the hybrid engine, and the increased water flow required for on-board fuel reformation. Two planar, anode-supported cell design concepts were considered. Designs that seek to minimize the metallic interconnect layer mass were seen to have a large effect upon the system mass estimates.

Steffen, Christopher J., Jr.↗

Large-Scale Simulations and Detailed Flow Field Measurements for Turbomachinery Aeroacoustics

The presentation is a review of recent work in highly loaded compressors, turbine aeroacoustics and cooling fan noise. The specific topics are: the importance of correct numerical modeling to capture blade row interactions in the Ultra Efficient Engine Technology Proof-of-Concept Compressor, the attenuation of a detonation pressure wave by an aircraft axial turbine stage, current work on noise sources and acoustic attenuation in turbines, and technology development work on cooling fans for spaceflight applications. The topic areas were related to each other by certain themes such as the advantage of an experimentalist s viewpoint when analyzing numerical simulations and the need to improve analysis methods for very large numerical datasets.

VanZante, Dale↗

Update on DOE Advanced IGCC/H2 Gas Turbine

Cooling Flow Reduction: a) Focus on improving turbine hot gas path part cooling efficiency. b) Applicable to current metallic turbine components and synergistic with advanced materials. c) Address challenges of IGCC/hydrogen fuel environment (for example, possible cooling hole plugging). Leakage Flow Reduction: a) Focus on decreasing turbine parasitic leakages, i.e. between static-to-static, static-to-rotating turbine parts. b) Develop improved seal designs in a variety of important areas. Purge Flow Reduction: a) Focus on decreasing required flows to keep rotor disk cavities within temperature limits. b) Develop improved sealing at the cavity rims and modified flow geometries to minimize hot gas ingestion and aerodynamic impact.

Chupp, Ray↗

Automated eddy current inspection of Space Shuttle APU turbine wheel blades

An automated inspection system based on eddy current testing (ET) techniques has been developed to inspect turbine wheel blades on the APU used in NASA's Space Transportation system. The APU is a hydrazine-powered gas turbine with a 15-cm diameter Rene 41 turbine wheel, which has 123 first-stage blades and 123 second-stage blades. The flaw detection capability of the ET system is verified through comparison with fluorescent penetrant test results. Results of the comparison indicate that ET is capable of inspecting surfaces with very restrictive geometries. The ET capability requires development of probes with extremely small coils to allow inspection within 0.4 mm of the blade root and the leading and trailing edges of the blade and within a height restriction of less than 1 mm. The color 2D presentation of the ET data provided crack-growth pattern and length information similar to those found with visual techniques. It also provided visual clues to minimize geometry effects such as generated from blade edges, a neighoring blade, and changes in the blade thickness.

Fisher, Jay L.↗

Alternative aviation turbine fuels

The efficient utilization of fossil fuels by future jet aircraft may necessitate the broadening of current aviation turbine fuel specifications. The most significant changes in specifications would be an increased aromatics content and a higher final boiling point in order to minimize refinery energy consumption and costs. These changes would increase the freezing point and might lower the thermal stability of the fuel and could cause increased pollutant emissions, increased smoke and carbon formation, increased combustor liner temperatures, and poorer ignition characteristics. This paper discusses the effects that broadened specification fuels may have on present-day jet aircraft and engine components and the technology required to use fuels with broadened specifications.

Grobman, J.↗

Turbine Engine Clearance Control Systems: Current Practices and Future Directions

Improved blade tip sealing in the high pressure compressor (HPC) and high pressure turbine (HPT) can provide dramatic reductions in specific fuel consumption (SFC), time-on-wing, compressor stall margin, and engine efficiency as well as increased payload and mission range capabilities. Maintenance costs to overhaul large commercial gas turbine engines can easily exceed $1M. Engine removal from service is primarily due to spent exhaust gas temperature (EGT) margin caused mainly by the deterioration of HPT components. Increased blade tip clearance is a major factor in hot section component degradation. As engine designs continue to push the performance envelope with fewer parts and the market drives manufacturers to increase service life, the need for advanced sealing continues to grow. A review of aero gas turbine engine HPT performance degradation and the mechanisms that promote these losses are discussed. Benefits to the HPT due to improved clearance management are identified. Past and present sealing technologies are presented along with specifications for next generation engine clearance control systems.

Lattime, Scott B.↗

Advanced turbine study

Experiments to determine the available increase in turbine horsepower achieved by increasing turbine inlet temperature over a range of 1800 to 2600 R, while applying current gas turbine airfoil cling technology are discussed. Four cases of rocket turbine operating conditions were investigated. Two of the cases used O2/H2 propellant, one with a fuel flowrate of 160 pps, the other 80 pps. Two cases used O2/CH4 propellant, each having different fuel flowrates, pressure ratios, and inlet pressures. Film cooling was found to be the required scheme for these rocket turbine applications because of the high heat flux environments. Conventional convective or impingement cooling, used in jet engines, is inadequate in a rocket turbine environment because of the resulting high temperature gradients in the airfoil wall, causing high strains and low cyclic life. The hydrogen-rich turbine environment experienced a loss, or no gain, in delivered horsepower as turbine inlet temperature was increased at constant airfoil life. The effects of film cooling with regard to reduced flow available for turbine work, dilution of mainstream gas temperature and cooling reentry losses, offset the relatively low specific work capability of hydrogen when increasing turbine inlet temperature over the 1800 to 2600 R range. However, the methane-rich environment experienced an increase in delivered horsepower as turbine inlet temperature was increased at constant airfoil life. The results of a materials survey and heat transfer and durability analysis are discussed.

Source record↗

Experimental Study of the Stability of Aircraft Fuels at Elevated Temperatures

An experimental study of fuel stability was conducted in an apparatus which simulated an aircraft gas turbine fuel system. Two fuels were tested: Jet A and Number 2 Home Heating oil. Jet A is an aircraft gas turbine fuel currently in wide use. No. 2HH was selected to represent the properties of future turbine fuels, particularly experimental Reference Broad Specification, which, under NASA sponsorship, was considered as a possible next-generation fuel. Tests were conducted with varying fuel flow rates, delivery pressures and fuel pretreatments (including preheating and deoxygenation). Simulator wall temperatures were varied between 422K and 672K at fuel flows of 0.022 to 0.22 Kg/sec. Coking rate was determined at four equally-spaced locations along the length of the simulator. Fuel samples were collected for infrared analysis. The dependence of coking rate in Jet A may be correlated with surface temperature via an activation energy of 9 to 10 kcal/mole, although the results indicate that both bulk fluid and surface temperature affect the rate of decomposition. As a consequence, flow rate, which controls bulk temperature, must also be considered. Taken together, these results suggest that the decomposition reactions are initiated on the surface and continue in the bulk fluid. The coking rate data for No. 2 HH oil are very highly temperature dependent above approximately 533K. This suggests that bulk phase reactions can become controlling in the formation of coke.

Vranos, A.↗

State of the NASA Aeropropulsion Discipline Input from the Glenn Research Center

PROBLEM: Current power turbines are designed for single operating speed, and performance degrades rapidly as power turbine speed decreases. OBJECTIVES: Demonstrate 50 improvement in efficient operational capability using a Variable Speed Power Turbine concept. (Refer to figure lower left, where the goal is to raise efficiency from the current technology line to the green line which represents the AVSPOT VSPT goal.APPROACH: Conduct RD required to advance the technology readiness level of VSPT technology to TRL 4Partner with DoD and leverage DOD AVSPOT contract to share government cost (5050) of contracted efforts to GE and PW for VSPT TRL 45 demonstration.

power turbine↗

Current status and future trends in turbine application of thermal barrier coatings

This paper provides an overview of the current status and future trends in application of thermal barrier coatings (TBC) to turbine components, and in particular to high turbine airfoils. Included are descriptions of the favorable results achieved to date with bill-of-material applications of plasma deposited TBC, and recent experience with developmental coatings applied by electron beam-physical vapor deposition.

Sheffler, Keith D.↗

Affordable Manufacturing Technologies Being Developed for Actively Cooled Ceramic Components

Efforts to improve the performance of modern gas turbine engines have imposed increasing service temperature demands on structural materials. Through active cooling, the useful temperature range of nickel-base superalloys in current gas turbine engines has been extended, but the margin for further improvement appears modest. Because of their low density, high-temperature strength, and high thermal conductivity, in situ toughened silicon nitride ceramics have received a great deal of attention for cooled structures. However, high processing costs have proven to be a major obstacle to their widespread application. Advanced rapid prototyping technology, which is developing rapidly, offers the possibility of an affordable manufacturing approach.

Bhatt, Ramakrishna T.↗

High freezing point fuels used for aviation turbine engines

Broadened-specification aviation fuels could be produced from a greater fraction of crude source material with improvements in fuel supply and price. These fuels, particularly those with increased final boiling temperatures, would have higher freezing temperatures than current aviation turbine fuels. For the small but significant fraction of commercial flights where low fuel temperatures make higher freezing-point fuel use unacceptable, adaptations to the fuel or fuel system may be made to accommodate this fuel. Several techniques are discussed. Fuel heating is the most promising concept. One simple design uses existing heat rejection from the fuel-lubricating oil cooler, another uses an engine-driven generator for electrical heating.

Friedman, R.↗