Results for “ALTITUDE SIMULATION” — Page 21

NASA NTRS2012

Evolution of Combustion-Generated Particles at Tropospheric Conditions

This paper describes particle evolution measurements taken in the Particulate Aerosol Laboratory (PAL). The PAL consists of a burner capable of burning jet fuel that exhausts into an altitude chamber that can simulate temperature and pressure conditions up to 13,700 m. After presenting results from initial temperature distributions inside the chamber, particle count data measured in the altitude chamber are shown. Initial particle count data show that the sampling system can have a significant effect on the measured particle distribution: both the value of particle number concentration and the shape of the radial distribution of the particle number concentration depend on whether the measurement probe is heated or unheated.

Tacina, Kathleen M.↗

NASA NTRS1979

Current leakage for low altitude satellites - Modeling applications

To simulate the behavior of a high voltage solar cell array in the ionospheric plasma environment, the large (90 ft x 55 ft diameter) vacuum chamber was used to measure the high-voltage plasma interactions of a 3 ft x 30 ft conductive panel. The chamber was filled with Nitrogen and Argon plasma at electron densities of up to 1,000,000 per cu cm. Measurements of current flow to the plasma were made in three configurations: (a) with one end of the panel grounded, (b) with the whole panel floating while a high bias was applied between the ends of the panel, and (c) with the whole panel at high negative voltage with respect to the chamber walls. The results indicate that a simple model with a constant panel conductivity and plasma resistance can adequately describe the voltage distribution along the panel and the plasma current flow. As expected, when a high potential difference is applied to the panel ends more than 95% of the panel floats negative with respect to the plasma.

Konradi, A.↗

NASA NTRS1949

Altitude performance of AN-F-58 fuels in J33-A-21 single combustor

Three fuels conforming to AN-F-58 specification were investigated in order to determine the influence of boiling temperatures and aromatic content on altitude performance in single combustor of a 4600-pound-thrust turbojet engine. Combustion efficiencies of the three AN-F-58 fuels were approximately equal at each simulated engine condition for altitudes from 5,000 to 50,000 feet, 90-percent normal rated engine speed, and flight Mach numbers of 0.0 and 0.6.

FUELS - PHYSICAL PROPERTIES↗

NASA NTRS2006

Homogeneous Aerosol Freezing in the Tops of High-Altitude Tropical Cumulonimbus Clouds

Numerical simulations of deep, intense continental tropical convection indicate that when the cloud tops extend more than a few kilometers above the liquid water homogeneous freezing level, ice nucleation due to freezing of entrained aqueous sulfate aerosols generates large concentrations of small crystals (diameters less than approx. equal to 20 micrometers). The small crystals produced by aerosol freezing have the largest impact on cloud-top ice concentration for convective clouds with strong updrafts but relatively low aerosol concentrations. An implication of this result is that cloud-top ice concentrations in high anvil cirrus can be controlled primarily by updraft speeds in the tops of convective plumes and to a lesser extent by aerosol concentrations in the uppermost troposphere. While larger crystals precipitate out and sublimate in subsaturated air below, the population of small crystals can persist in the saturated uppermost troposphere for many hours, thereby prolonging the lifetime of remnants from anvil cirrus in the tropical tropopause layer.

Jensen, E. J.↗

NASA NTRS2011

Approximate Simulation of Acute Hypobaric Hypoxia with Normobaric Hypoxia

INTRODUCTION. Some manufacturers of reduced oxygen (O2) breathing devices claim a comparable hypobaric hypoxia (HH) training experience by providing F(sub I) O2 < 0.209 at or near sea level pressure to match the ambient O2 partial pressure (iso-pO2) of the target altitude. METHODS. Literature from investigators and manufacturers indicate that these devices may not properly account for the 47 mmHg of water vapor partial pressure that reduces the inspired partial pressure of O2 (P(sub I) O2). Nor do they account for the complex reality of alveolar gas composition as defined by the Alveolar Gas Equation. In essence, by providing iso-pO2 conditions for normobaric hypoxia (NH) as for HH exposures the devices ignore P(sub A)O2 and P(sub A)CO2 as more direct agents to induce signs and symptoms of hypoxia during acute training exposures. RESULTS. There is not a sufficient integrated physiological understanding of the determinants of P(sub A)O2 and P(sub A)CO2 under acute NH and HH given the same hypoxic pO2 to claim a device that provides isohypoxia. Isohypoxia is defined as the same distribution of hypoxia signs and symptoms under any circumstances of equivalent hypoxic dose, and hypoxic pO2 is an incomplete hypoxic dose. Some devices that claim an equivalent HH experience under NH conditions significantly overestimate the HH condition, especially when simulating altitudes above 10,000 feet (3,048 m). CONCLUSIONS. At best, the claim should be that the devices provide an approximate HH experience since they only duplicate the ambient pO2 at sea level as at altitude (iso-pO2 machines). An approach to reduce the overestimation is to at least provide machines that create the same P(sub I)O2 (iso-P(sub I)O2 machines) conditions at sea level as at the target altitude, a simple software upgrade.

Conkin, J.↗

NASA NTRS2014

Modeling of Commercial Turbofan Engine With Ice Crystal Ingestion: Follow-On

The occurrence of ice accretion within commercial high bypass aircraft turbine engines has been reported under certain atmospheric conditions. Engine anomalies have taken place at high altitudes that have been attributed to ice crystal ingestion, partially melting, and ice accretion on the compression system components. The result was degraded engine performance, and one or more of the following: loss of thrust control (roll back), compressor surge or stall, and flameout of the combustor. As ice crystals are ingested into the fan and low pressure compression system, the increase in air temperature causes a portion of the ice crystals to melt. It is hypothesized that this allows the ice-water mixture to cover the metal surfaces of the compressor stationary components which leads to ice accretion through evaporative cooling. Ice accretion causes a blockage which subsequently results in the deterioration in performance of the compressor and engine. The focus of this research is to apply an engine icing computational tool to simulate the flow through a turbofan engine and assess the risk of ice accretion. The tool is comprised of an engine system thermodynamic cycle code, a compressor flow analysis code, and an ice particle melt code that has the capability of determining the rate of sublimation, melting, and evaporation through the compressor flow path, without modeling the actual ice accretion. A commercial turbofan engine which has previously experienced icing events during operation in a high altitude ice crystal environment has been tested in the Propulsion Systems Laboratory (PSL) altitude test facility at NASA Glenn Research Center. The PSL has the capability to produce a continuous ice cloud which is ingested by the engine during operation over a range of altitude conditions. The PSL test results confirmed that there was ice accretion in the engine due to ice crystal ingestion, at the same simulated altitude operating conditions as experienced previously in flight. The computational tool was utilized to help guide a portion of the PSL testing, and was used to predict ice accretion could also occur at significantly lower altitudes. The predictions were qualitatively verified by subsequent testing of the engine in the PSL. In a previous study, analysis of select PSL test data points helped to calibrate the engine icing computational tool to assess the risk of ice accretion. This current study is a continuation of that data analysis effort. The study focused on tracking the variations in wet bulb temperature and ice particle melt ratio through the engine core flow path. The results from this study have identified trends, while also identifying gaps in understanding as to how the local wet bulb temperature and melt ratio affects the risk of ice accretion and subsequent engine behavior.

Jorgenson, Philip C. E.↗

NASA NTRS2014

Modeling of Commercial Turbofan Engine with Ice Crystal Ingestion; Follow-On

The occurrence of ice accretion within commercial high bypass aircraft turbine engines has been reported under certain atmospheric conditions. Engine anomalies have taken place at high altitudes that have been attributed to ice crystal ingestion, partially melting, and ice accretion on the compression system components. The result was degraded engine performance, and one or more of the following: loss of thrust control (roll back), compressor surge or stall, and flameout of the combustor. As ice crystals are ingested into the fan and low pressure compression system, the increase in air temperature causes a portion of the ice crystals to melt. It is hypothesized that this allows the ice-water mixture to cover the metal surfaces of the compressor stationary components which leads to ice accretion through evaporative cooling. Ice accretion causes a blockage which subsequently results in the deterioration in performance of the compressor and engine. The focus of this research is to apply an engine icing computational tool to simulate the flow through a turbofan engine and assess the risk of ice accretion. The tool is comprised of an engine system thermodynamic cycle code, a compressor flow analysis code, and an ice particle melt code that has the capability of determining the rate of sublimation, melting, and evaporation through the compressor flow path, without modeling the actual ice accretion. A commercial turbofan engine which has previously experienced icing events during operation in a high altitude ice crystal environment has been tested in the Propulsion Systems Laboratory (PSL) altitude test facility at NASA Glenn Research Center. The PSL has the capability to produce a continuous ice cloud which is ingested by the engine during operation over a range of altitude conditions. The PSL test results confirmed that there was ice accretion in the engine due to ice crystal ingestion, at the same simulated altitude operating conditions as experienced previously in flight. The computational tool was utilized to help guide a portion of the PSL testing, and was used to predict ice accretion could also occur at significantly lower altitudes. The predictions were qualitatively verified by subsequent testing of the engine in the PSL. In a previous study, analysis of select PSL test data points helped to calibrate the engine icing computational tool to assess the risk of ice accretion. This current study is a continuation of that data analysis effort. The study focused on tracking the variations in wet bulb temperature and ice particle melt ratio through the engine core flow path. The results from this study have identified trends, while also identifying gaps in understanding as to how the local wet bulb temperature and melt ratio affects the risk of ice accretion and subsequent engine behavior.

Jorgenson, Philip C. E.↗

DOE OSTI2026

High-Latitude, Low-Altitude SAI: Overview of G6-1.5K-HiLLA Simulations in E3SMv3

This report details a contribution of Energy Exascale Earth System Model version 3 (E3SMv3) simulations to a proposed model intercomparison project funded and organized by Reflective, a nonprofit group studying the possible global impacts of SAI. Using annual feedback control and seasonally-variable injection sites to achieve a desired global near-surface temperature target, the simulated SAI campaign indicates robust maintenance of the 2020-2039 climatic state over 60 years into the future.

54 ENVIRONMENTAL SCIENCES↗

NASA NTRS1984

Investigation of a nozzle instability on an F100 engine equipped with a digital electronic engine control

An instability in the nozzle of the F100 engine, equipped with a digital electronic engine control (DEEC), was observed during a flight evaluation on an F-15 aircraft. The instability occurred in the upper left hand corner (ULMC) of the flight envelope during augmentation. The instability was not predicted by stability analysis, closed-loop simulations of the the engine, or altitude testing of the engine. The instability caused stalls and augmentor blowouts. The nozzle instability and the altitude testing are described. Linear analysis and nonlinear digital simulation test results are presented. Software modifications on further flight test are discussed.

Burcham, F. W., Jr.↗

NASA NTRS1949

Altitude performance of AN-F-58 fuels in J35-C-3 single combustor

Three fuel blends conforming to AN-F-58 specifications were tested in order to determine the influence of boiling temperatures and aromatic content on altitude performance in single combustor of 4000-pound-thrust turbojet engine. At simulated engine conditions from an altitude of 30,000 to an altitude of 60,000 feet and 85-percent rated engine speed, the three AN-F-58 fuels showed little difference in performance.

COMBUSTION - EFFECT OF ENGINE OPERATING CONDITIONS↗

NASA NTRSDate not supplied

Exploratory Contrail Studies: Transonic Truss-Braced Wing (TTBW) Contrail Assessment & National Airspace System (NAS) Impacts from Contrail Avoidance

Aviation is projected to become an increasingly large contributor to greenhouse gas emissions. Condensation trails (contrails) are visible cloud trails of water vapor made from aircraft engine exhaust. One study estimated that persistent contrails have contributed about 57% of total Effective Radiative Forcing from aviation operations. Airspace management can reduce persistent contrails and related climate change impacts. NAS Digital Twin simulation capability and Autoresolver conflict management service can be utilized to investigate persistent contrail formation avoidance. On three of the four days analyzed, TTBW persistent contrail formation length was about 10 percentage points less than Boeing 737-800 (around 3% vs 13%). On average, altitude change maneuvers in simulation reduced persistent contrail formation length by 69.8% for 0.4% increase in fuel burn and 1.2% increase in flight duration.

persistent contrails↗

NASA NTRS1993

Simulated rarefied aerodynamics of the Magellan spacecraft during aerobraking

Aerodynamic loads upon the Magellan spacecraft during aerobraking through the atmosphere of Venus are computed at off-design attitudes with a direct simulation Monte Carlo (DSMC) particle method. Simulated rarefied flows at nominal altitudes near 140 km and an entry speed of 8.6 km/s were compared to simulated and analytic free molecular results. Aerodynamic moments, forces, and heating for rarefied entry at all attitudes were 7-10 percent below free molecular results. All moments acted to restore the vehicle to its nominal zero-pitch, zero-yaw attitude. Suggested canting of the solar panels is an innovative configuration to assess gas-surface interaction during aerobraking. The resulting roll torques about the central body-axis as predicted in rarefied flow simulations were nearly twice that predicted for free molecular flow, although differences became less distinct for thermal accommodation coefficients well below unity. Roll torques increased dramatically with reduced accommodation coefficients employed in the simulation. In the DSMC code, periodic free-molecule boundary conditions and a coarse computational grid and body resolution served to minimize the simulation size and cost while retaining solution validity.

Haas, Brian L.↗

NASA NTRS1980

Heterodyne detection of the 752.033-GHz H2O rotational absorption line

A tunable high resolution two stage heterodyne radiometer was developed for the purpose of investigating the intensity and lineshape of the 752.033 GHz rotational transition of water vapor. Single-sideband system noise temperatures of approximately 45,000 K were obtained using a sensitive GaAs Schottky diode as the first stage mixer. First local oscillator power was supplied by a CO2 laser pumped formic acid laser (761.61 GHz), generating an X-band IF signal with theoretical line center at 9.5744 GHz. Second local oscillator power was provided by means of a 3 GHz waveguide cavity filter with only 9 dB insertion loss. In absorption measurements of the H2O taken from a laboratory simulation of a high altitude rocket plume, the center frequency of the 752 GHz line was determined to within 1 MHz of the reported value. A rotational temperature 75 K, a linewidth 5 MHz and a Doppler shift 3 MHz were measured with the line-of-sight intersecting the simulated-plume axis at a distance downstream of 30 nozzle diameters. These absorption data were obtained against continuum background radiation sources at temperatures of 1175 and 300 K.

Dionne, G. F.↗

NASA NTRS1993

Viscous hypersonic shock-shock interaction on a blunt body at high altitude

The shock interaction produced when an incident oblique shock impinges on a blunt body, such as an engine inlet cowl lip of a hypersonic vehicle, is investigated for high altitude flight conditions. A perfect gas, Navier-Stokes numerical simulation of this problem at various altitudes representing continuum through transitional conditions is performed using the modified flux vector splitting method of Steger and Warming (1979). Two series of solutions are produced. First, a number-of-shock-positions are studied at a particular altitude and Mach number. Second, given a fixed shock position and Mach number, the interaction is investigated at several altitudes ranging from continuum to transitional flow conditions. It is shown that the interaction becomes fundamentally different as the density is lowered, and its effect on the overheating problem is progressively diminished. The maximum stagnation point heating at the highest altitude is reached only when the incident shock misses the cowl lip completely, and any interaction with the cowl bow shock that does occur takes place downstream and thus has little effect on the conditions at the stagnation point.

Comeaux, Keith A.↗

NASA NTRS1973

The Viking parachute qualification test technique.

The parachute system for NASA's Viking '75 Mars lander was flight qualified in four high-altitude flight tests at the White Sands Missile range (WSMR). A balloon system lifted a full-scale simulated Viking spacecraft to an altitude where a varying number of rocket motors were used to propel the high drag, lifting test vehicle to test conditions which would simulate the range of entry conditions expected at Mars. A ground-commanded cold gas pointing system located on the balloon system provided powered vehicle azimuth control to insure that the flight trajectory remained within the WSMR boundaries. A unique ground-based computer-radar system was employed to monitor inflight performance of the powered vehicle and insure that command ignition of the parachute mortar occurred at the required test conditions of Mach number and dynamic pressure. Performance data were obtained from cameras, telemetry, and radar.

Raper, J. L.↗

NASA NTRS1976

Dust content and particle release experiments

Since dust particles are carried away from a comet nucleus by sublimating ices the effects from the ambient Earth's atmosphere on shuttle-based simulation experiments at lower altitudes are of the same concern to the studies of the dust behavior as they are to the investigation of the volatile component. Also, since the experimental modeling could realistically be performed on a linear scale that is at least three orders of magnitude smaller than required by the true conditions in comets, severe problems of extrapolation may arise in the interpretation of some of the simulation results. Subject to these limitations, future dust-release experiments made on artificial comets could prove fruitful, as they would test the correctness of the understanding of the fundamental properties of the dust emission mechanism in comets, and at the same time insight into the behavior of dust particles after expulsion would be gained.

Sekanina, Z.↗

NASA NTRS1994

Visual-Motion Cueing in Altitude and Yaw Control

Research conducted using the Vertical Motion Simulator at the NASA Ames Research Center examined the contributions of platform motion and visual level-of-detail (LOD) cueing to tasks that required altitude and/or yaw control in a simulated AH-64 Apache helicopter. Within the altitude control tasks the LOD manipulation caused optical density to change across altitudes by a small, moderate, or large amount; while platform motion was either present or absent. The results from these tasks showed that both constant optical density and platform motion improved altitude awareness in an altitude repositioning task, while the presence of platform motion also led to improved performance in a vertical rate control task. The yaw control tasks had pilots'sit 4.5 ft in front of the center of rotation, thus subjecting them to both rotational and lateral motions during a yaw. The pilots were required to regulate their yaw, while the platform motion was manipulated in order to present all combinations of the resulting rotational and lateral motion components. Ratings of simulation fidelity and sensed platform motion showed that the pilots were relatively insensitive to the rotational component, but highly aware of the lateral component. Together these findings show that: 1) platform motion cues are important when speed regulation is required during altitude change; 2) platform motion contributes to the perception of movement amplitude; 3) lateral, but not rotational, motion cues are essential to the perception of vehicle yaw; and 4) LOD management yielding constant optical density across altitudes improves altitude awareness.

Johnson, Walter W.↗

NASA NTRS2003

Pilot Interactions in an Over-Constrained Conflict Scenario as Studied in a Piloted Simulation of Autonomous Aircraft Operations

Feasibility and safety of autonomous aircraft operations were studied in a multi-piloted simulation of overconstrained traffic conflicts to determine the need for, and utility of, priority flight rules to maintain safety in this extraordinary and potentially hazardous situation. An overconstrained traffic conflict is one in which the separation assurance objective is incompatible with other objectives. In addition, a proposed scheme for implementing priority flight rules by staggering the alerting time between the two aircraft in conflict was tested for effectiveness. The feasibility study was conducted through a simulation in the Air Traffic Operations Laboratory at the NASA Langley Research Center. This research activity is a continuation of the Distributed Air-Ground Traffic Management feasibility analysis reported in the 4th USA/Europe Air Traffic Management R&D Seminar in December 2001 (paper #48). The over-constrained conflict scenario studied here consisted of two piloted aircraft that were assigned an identical en-route waypoint arrival time and altitude crossing restriction. The simulation results indicated that the pilots safely resolved the conflict without the need for a priority flight rule system. Occurrences of unnecessary maneuvering near the common waypoint were traced to false conflict alerts, generated as the result of including waypoint constraint information in the broadcast data link message issued from each aircraft. This result suggests that, in the conservative interests of safety, broadcast intent information should be based on the commanded trajectory and not on the Flight Management System flight plan, to which the aircraft may not actually adhere. The use of priority flight rules had no effect on the percentage of the aircraft population meeting completely predictable which aircraft in a given pair would meet the constraints and which aircraft would make the first maneuver to yield right-of-way. Therefore, the proposed scheme for implementing priority flight rules through staggering the alerting time between the two aircraft was completely effective. The data and observations from this experiment, together with results from the previously reported study, support the feasibility of autonomous aircraft operations.

Wing, David J.↗