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NASA NTRS2026

Developing a Pyrolysis Gas Thermal Blocking Model for Reentry Demise

In NASA’s Object Reentry Survival Analysis Tool (ORSAT), aerodynamic drag and aerothermal heating coefficients are computed for each of the free-molecular, continuum, and transitional flow regimes using analytical and semi-analytical methods. These heating coefficients were derived for typical metallic materials that melt and do not have a strong gas-phase contribution to the flow in the boundary layer. Modern satellites typically feature fiber-reinforced polymer (FRP) components, such as solar array booms, facesheets of sandwich panels, or overwraps for composite-overwrapped pressure vessels (COPV). These FRP materials do not behave the same as metals in the reentry environment, but instead will pyrolyze and develop significant volumes of gas into the boundary layer. Accurately predicting the reentry demise of FRP components is critical to assessing the reentry casualty risk for modern spacecraft. Research in recent years has shown that this demisability can depend heavily on how the expulsion of gaseous pyrolysis products through the outer surface of the material affects the heat flux at the surface. The ODPO has been developing a reduced-order model of the effect of pyrolysis gas blowing on the heat flux based on correlations between a blowing factor and a non-dimensional heat flux to be incorporated in the upcoming version 7.3 of the Object Reentry Survivability Analysis Tool (ORSAT). This presentation discusses the progress of this development project and the challenges remaining for generalizing the model across families of FRP materials.

Benton Greene↗

NASA NTRSDate not supplied

The NASA Turbulent Heat Flux (THX) Experiments: Summary and Lessons Learned

The Turbulent Heat Flux (THX) experiments were conducted at NASA Glenn Research Center (GRC) in order to collect measurements of velocities and temperatures for computational fluid dynamics (CFD) validation of heated flows, with a focus on propulsion system components. The experiments spanned 5 phases; four of which were conducted in the GRC AeroAcoustic Propulsion Laboratory (AAPL) using the Small Hot Jet Flow Rig (SHJAR). In addition to making velocity measurements with Particle Image Velocimetry (PIV), the THX experiments introduced a new Raman-scattering based capability to measure temperatures. Computational studies were also conducted for each of the experimental configurations, in order to provide a baseline of expected CFD results and conduct an assessment of the capability of various CFD approaches for calculating flows where the turbulent transport of heat was important. Two of the collected sets of data were used for American Institute of Aeronautics and Astronautics (AIAA) Propulsion Aerodynamic Workshops (PAWs). The data set from the 5th phase, collected for heated supersonic jets, was also used to construct new validation cases for the NASA Turbulence Model Resource (TMR). This paper provides an overview of the experiments and associated computations for each of the 5 test phases. Key experimental findings are presented. Lessons learned are provided concerning the effect of computational modeling choice on accuracy of predicting turbulent flows where thermal transport is important. Emphasis is placed on comparing Reynolds-averaged Navier-Stokes approaches with large-eddy simulation approaches. The benefits of utilizing a conjugate heat transfer method in conjunction with CFD solver for film cooling is demonstrated.

RANS↗

NASA NTRSDate not supplied

The NASA Turbulent Heat Flux Experiments: Summary and Lessons Learned

The Turbulent Heat Flux (THX) experiments were conducted at NASA Glenn Research Center (GRC) in order to collect measurements of velocities and temperatures for computational fluid dynamics (CFD) validation of heated flows, with a focus on propulsion system components. The experiments spanned 5 phases; four of which were conducted in the GRC AeroAcoustic Propulsion Laboratory (AAPL) using the Small Hot Jet Flow Rig (SHJAR). In addition to making velocity measurements with Particle Image Velocimetry (PIV), the THX experiments introduced a new Raman-scattering based capability to measure temperatures. Computational studies were also conducted for each of the experimental configurations, in order to provide a baseline of expected CFD results and conduct an assessment of the capability of various CFD approaches for calculating flows where the turbulent transport of heat was important. Two of the collected sets of data were used for American Institute of Aeronautics and Astronautics (AIAA) Propulsion Aerodynamic Workshops (PAWs). The data set from the 5th phase, collected for heated supersonic jets, was also used to construct new validation cases for the NASA Turbulence Model Resource (TMR). This paper provides an overview of the experiments and associated computations for each of the 5 test phases. Key experimental findings are presented. Lessons learned are provided concerning the effect of computational modeling choice on accuracy of predicting turbulent flows where thermal transport is important. Emphasis is placed on comparing Reynolds- averaged Navier-Stokes approaches with large-eddy simulation approaches. The benefits of utilizing a conjugate heat transfer method in conjunction with CFD solver for film cooling is demonstrated.

RANS↗

NASA NTRS2000

The NASA Inductrack Model Rocket Launcher at the Lawrence Livermore National Laboratory

The Inductrack magnetic levitation system, developed at the Lawrence Livermore National Laboratory, is being studied for its possible use for launching rockets. Under NASA sponsorship, a small model system is being constructed at the Laboratory to pursue key technical aspects of this proposed application. The Inductrack is a passive magnetic levitation system employing special arrays of high-field permanent magnets (Halbach arrays) on the levitating carrier, moving above a "track" consisting of a close-packed array of shorted coils with which are interleaved with special drive coils. Halbach arrays produce a strong spatially periodic magnetic field on the front surface of the arrays, while canceling the field on their back surface. Relative motion between the Halbach arrays and the track coils induces currents in those coils. These currents levitate the carrier cart by interacting with the horizontal component of the magnetic field. Pulsed currents in the drive coils, synchronized with the motion of the carrier, interact with the vertical component of the magnetic field to provide acceleration forces. Motional stability, including resistance to both vertical and lateral aerodynamic forces, is provided by having Halbach arrays that interact with both the upper and the lower sides of the track coils. In its completed form the model system that is under construction will have a track approximately 100 meters in length along which the carrier cart will be propelled up to peak speeds of Mach 0.4 to 0.5 before being decelerated. Preliminary studies of the parameters of a full-scale system have also been made. These studies address the problems of scale-up, including means to simplify the track construction and to reduce the cost of the pulsed-power systems needed for propulsion.

L S Tung↗

NASA NTRS2003

Concept to Reality: Contributions of the Langley Research Center to US Civil Aircraft of the 1990s

This document is intended to be a companion to NASA/SP-2000-4519, Partners in Freedom: Contributions of the Langley Research Center to U.S. Military Aircraft of the 1990s . Material included in the combined set of volumes provides informative and significant examples of the impact of Langley's research on U.S. civil and military aircraft of the 1990s. This volume, 'Concept to Reality: Contributions of the NASA Langley Research Center to U.S. Civil Aircraft of the 1990s', highlights significant Langley contributions to safety, cruise performance, takeoff and landing capabilities, structural integrity, crashworthiness, flight deck technologies, pilot-vehicle interfaces, flight characteristics, stall and spin behavior, computational design methods, and other challenging technical areas for civil aviation. The contents of this volume include descriptions of some of the more important applications of Langley research to current civil fixed-wing aircraft (rotary-wing aircraft are not included), including commercial airliners, business aircraft, and small personal-owner aircraft. In addition to discussions of specific aircraft applications, the document also covers contributions of Langley research to the operation of civil aircraft, which includes operating problems. This document is organized according to disciplinary technologies, for example, aerodynamics, structures, materials, and flight systems. Within each discussion, examples are cited where industry applied Langley technologies to specific aircraft that were in operational service during the 1990s and the early years of the new millennium. This document is intended to serve as a key reference for national policy makers, internal NASA policy makers, Congressional committees, the media, and the general public. Therefore, it has been written for a broad general audience and does not presume any significant technical expertise. An extensive bibliography is provided for technical specialists and others who desire a more in-depth discussion of the contributions.

NASA History Series↗

NASA NTRS2026

NASA Hybrid Thermally Efficient Core (HyTEC) Phase 2 Q3’GFY25 to Q2’GFY26 Unlimited Rights Annual Report for CLIN 1 and 2

The HyTEC Phase 2 Project focuses on the development and demonstration of high-power density, small engine core gas turbine engine technologies. The focus of HyTEC on these small engine core technologies will provide direct benefits to the next single-aisle class aircraft in terms of thermal efficiency, as well as integrate with other technologies, through increased hybridization, as they mature to provide substantial continuous fuel burn reductions during the aircraft lifecycle. These advances will strengthen the US position in the commercial aviation engine market and enable cost benefits in commercial aviation. In Government fiscal year 26 the HyTEC Project was closed and contract moved to the Subsonic Vehicle Technologies and Tools Project. GE Aerospace is executing two major work plans as part of the HyTEC Phase 2 contract. The first is Contract Line-Item Number (CLIN) 001 and its objective is to mature High Pressure Turbine (HPT) aerodynamics technology to TRL 5 through multiple rigs so that it may be incorporated into a complete TRL 6 evaluation and unlock learnings for the engine core demonstration as applicable. CLIN 002, the second work plan, is to design, procure and test a cost shared portion of technologies on the TRL6 Compact Core test vehicle. The compact core demonstrated through HyTEC Phase 2 along with the HPT rig TRL advancement directly matures the technologies being developed as part of the CFM RISE demonstrator program which is targeting a more than 20% fuel burn reduction at the engine level versus today’s state of the art. The RISE program’s objective is to advance both the novel Open Fan architecture, compact core technologies and advanced systems such as hybrid electric needed to achieve the desired fuel burn reduction to TRL6 ahead of a new product introduction in the single-aisle class aircraft in the 2030s timeframe.

gas turbine engine↗

NASA NTRSDate not supplied

Experimental Studies of Open Rotor Installation Effects

Open rotor propulsion technologies offer an opportunity for reducing fuel burn. At the same time, great challenges arise from this radically different engine architecture in terms of aircraft system integration. The aeroacoustic effects of integration are one of those key challenges and, furthermore, can offer the possibility for total aircraft system noise reduction. The inter-relationship of the aerodynamic and aeroacoustic system integration effects is particularly important to enable future application. An extensive model scale test campaign was conducted to investigate a broad range of these open rotor installation effects for both a conventional and an unconventional airframe. The experimental campaign was conducted in the Boeing Low Speed Aeroacoustic Facility with specially designed modifications for efficient positioning of the open rotor rig relative to the airframe. The airframe was traversed remotely relative to the fixed open rotor rig providing for the investigation of a large number of installation positions. Eight positions around the main wing of the conventional airframe and eleven positions above the hybrid wing body airframe were documented. Other parameters investigated in the test campaign included forward flight simulation Mach number, angle of attack, rotor speed, and airframe control surface deployment. In addition, both airframes were modified for alternate configurations. The conventional airframe was configured with both a T and a U tail while the unconventional hybrid wing body airframe was configured with different vertical control surfaces. An extensive instrumentation package was deployed. The acoustics were documented with a fixed array of far field microphones, a traversing array of in-flow microphones, an out-of-flow traversing phased array, and unsteady pressure transducers mounted flush on the surface of the airframes. In addition, mean flow surveys were measured with an articulating arm traversing system. The flow field surveys were particularly valuable in documenting flow distortion effects for the various installation positions and those created by angle of attack. This presentation will report the key results obtained for open rotor installation effects and discuss future prospects with the perspective of these results.

Michael J Czech↗

NASA NTRS1970

Space Transportation System Technology Symposium. Volume 2 - Dynamics and Aeroelasticity

The Space Shuttle, being an hybrid – an airplane and a launch vehicle – represents the greatest challenge that the dynamicist and the aeroelastician have faced. Some specific problem areas related to the Space Shuttle are listed on figure 1. Dynamics and aeroelasticity envelop many disciplines, including aerodynamics, vibration, random processes, structures, fluid flow, mechanics, etc., but, of more importance, they involve the interaction and coupling of many of these various disciplines. Fundamentally, we are concerned with structural integrity and safe flight, i.e., trying to ensure that the vehicle will remain structurally intact as well as function properly in the presence of the many faceted dynamic environment. A new area which may have an impact on our task is the effect of the high temperature environment. In the past, we have been able to successfully decouple the temperature effects from our problem formulation. For the Space Shuttle, this problem must be closely reexamined. As has been pointed out in the opening remarks of the Conference, the Dynamics and Aeroelasticity Technology Group comprises one of several technology groups which are attempting to provide the necessary research to support a successful and safe vehicle. The group has members from most of the NASA Centers as well as from the Air Force groups. We meet periodically to review ongoing work, search for new problem areas; and we are constantly updating and revising our program. The group is organized into three panels as shown on figure 2: a panel on Dynamic Loads and Response, one on Aeroelasticity, and one on Flight Dynamics and Environment. The Conference papers accordingly have been grouped in these same three areas, with each Panel Chairman acting as moderator for his particular session.

Harry L Runyan↗

NASA NTRS1997

Future Aerospace Technology in the Service of the Alliance: Sustained Hypersonic Flight - Volume 3

Sustained Hypersonic Flight capability is envisioned for several future military and civilian applications, such as long range immediate reaction reconnaissance, high speed interception of air targets, long range precision strike against hardened or time critical targets, and access to space. The inherent reduction in time-to-target and low vulnerability will permit new operational tactics. The symposium outlined mission needs and operational scenarios for hypersonic vehicles. Addressed were: Technological issues and challenges in external hypersonic aerodynamics and design, propulsion and engine/airframe integration, military ramjet applications, overall system design including structures and materials development needs, and test facilities. Ground based test facilities cannot provide full simulation at Mach numbers above 5. Therefore, the use of Computational Fluid Dynamics design tools is essential. For routine use of the computational tools in analysis, design and optimization, it is necessary to reduce the time for the entire computational process by two orders of magnitude. Hypersonic boundary layer transition remains a critical design issue because of the important impact on engine drag and on heating, which can affect the choice of materials and thermal protection systems. In addition, reliable prediction of scramjet net thrust is an absolute must in resolving hypersonic air breathing vehicle design issues. Due to current facility and computational shortfalls, the development of future hypersonic flight systems requires research flight tests in the technology areas of boundary layer transition and air-breathing propulsion engine performance. For sustained hypersonic flight beyond Mach 6, the supersonic combustion ramjet (scramjet) engine is the only choice for the near future. Only this air-breathing concept offers a significant promise of large reductions in required propellant fractions, increased payload fractions, and reduced size vehicles, together with a foreseeable technological feasibility. Airframe/engine integration, combustor design and thermal management are the predominant engineering tasks. Fuels, hydrogen or hydrocarbon, must be matched to the operational needs of military or civil use. Experience in existing ramjet propelled missiles capable of speeds up to Mach 4 can support the development effort. The potential mission and cost benefits of sustained hypersonic flight to both military and civil applications are tremendous. From the budget point of view, the possibility of sharing development costs between military and civil programs offers a specific advantage.

Combustion chambers↗

NASA NTRS2014

High Efficiency Centrifugal Compressor for Rotorcraft Applications

The report "High Efficiency Centrifugal Compressor for Rotorcraft Applications" documents the work conducted at UTRC under the NRA Contract NNC08CB03C, with cost share 2/3 NASA, and 1/3 UTRC, that has been extended to 4.5 years. The purpose of this effort was to identify key technical barriers to advancing the state-of-the-art of small centrifugal compressor stages; to delineate the measurements required to provide insight into the flow physics of the technical barriers; to design, fabricate, install, and test a state-of-the-art research compressor that is representative of the rear stage of an axial-centrifugal aero-engine; and to acquire detailed aerodynamic performance and research quality data to clarify flow physics and to establish detailed data sets for future application. The design activity centered on meeting the goal set outlined in the NASA solicitation-the design target was to increase efficiency at higher work factor, while also reducing the maximum diameter of the stage. To fit within the existing Small Engine Components Test Facility at NASA Glenn Research Center (GRC) and to facilitate component re-use, certain key design parameters were fixed by UTRC, including impeller tip diameter, impeller rotational speed, and impeller inlet hub and shroud radii. This report describes the design effort of the High Efficiency Centrifugal Compressor stage (HECC) and delineation of measurements, fabrication of the compressor, and the initial tests that were performed. A new High-Efficiency Centrifugal Compressor stage with a very challenging reduction in radius ratio was successfully designed, fabricated and installed at GRC. The testing was successful, with no mechanical problems and the running clearances were achieved without impeller rubs. Overall, measured pressure ratio of 4.68, work factor of 0.81, and at design exit corrected flow rate of 3 lbm/s met the target requirements. Polytropic efficiency of 85.5 percent and stall margin of 7.5 percent were measured at design flow rate and speed. The measured efficiency and stall margin were lower than pre-test CFD predictions by 2.4 percentage points (pt) and 4.5 pt, respectively. Initial impressions from the experimental data indicated that the loss in the efficiency and stall margin can be attributed to a design shortfall in the impeller. However, detailed investigation of experimental data and post-test CFD simulations of higher fidelity than pre-test CFD, and in particular the unsteady CFD simulations and the assessment with a wider range of turbulence models, have indicated that the loss in efficiency is most likely due to the impact of unfavorable unsteady impeller/diffuser interactions induced by diffuser vanes, an impeller/diffuser corrected flow-rate mismatch (and associated incidence levels), and, potentially, flow separation in the radial-to-axial bend. An experimental program with a vaneless diffuser is recommended to evaluate this observation. A subsequent redesign of the diffuser (and the radial-to-axial bend) is also recommended. The diffuser needs to be redesigned to eliminate the mismatching of the impeller and the diffuser, targeting a slightly higher flow capacity. Furthermore, diffuser vanes need to be adjusted to align the incidence angles, to optimize the splitter vane location (both radially and circumferentially), and to minimize the unsteady interactions with the impeller. The radial-to-axial bend needs to be redesigned to eliminate, or at least minimize, the flow separation at the inner wall, and its impact on the flow in the diffuser upstream. Lessons were also learned in terms of CFD methodology and the importance of unsteady CFD simulations for centrifugal compressors was highlighted. Inconsistencies in the implementation of a widely used two-equation turbulence model were identified and corrections are recommended. It was also observed that unsteady simulations for centrifugal compressors require significantly longer integration times than what is current practice in industry.

Gorazd Medic↗