Results for “ENGINES - COMPRESSION RATIO” — Page 30

NASA NTRS2014

Chemistry Characterization of Jet Aircraft Engine Particulate by XPS: Results from APEX III

This paper reports XPS analysis of jet exhaust particulate from a B737, Lear, ERJ, and A300 aircraft during the APEX III NASA led field campaign. Carbon hybridization and bonding chemistry are identified by high-resolution scans about the C1s core-shell region. Significant organic content as gauged by the sp3/sp2 ratio is found across engines and platforms. Polar oxygen functional groups include carboxylic, carbonyl and phenol with combined content of 20 percent or more. By lower resolution survey scans various elements including transition metals are identified along with lighter elements such as S, N, and O in the form of oxides. Burning additives within lubricants are probable sources of Na, Ba, Ca, Zn, P and possibly Sn. Elements present and their percentages varied significantly across all engines, not revealing any trend or identifiable cause for the differences, though the origin is likely the same for the same element when observed. This finding suggests that their presence can be used as a tracer for identifying soots from aircraft engines as well as diagnostic for monitoring engine performance and wear.

soot↗

NASA NTRS2002

Numerical Modeling of Cavitating Venturi: A Flow Control Element of Propulsion System

In a propulsion system, the propellant flow and mixture ratio could be controlled either by variable area flow control valves or by passive flow control elements such as cavitating venturies. Cavitating venturies maintain constant propellant flowrate for fixed inlet conditions (pressure and temperature) and wide range of outlet pressures, thereby maintain constant, engine thrust and mixture ratio. The flowrate through the venturi reaches a constant value and becomes independent of outlet pressure when the pressure at throat becomes equal to vapor pressure. In order to develop a numerical model of propulsion system, it is necessary to model cavitating venturies in propellant feed systems. This paper presents a finite volume model of flow network of a cavitating venturi. The venturi was discretized into a number of control volumes and mass, momentum and energy conservation equations in each control volume are simultaneously solved to calculate one-dimensional pressure, density, and flowrate and temperature distribution. The numerical model predicts cavitations at the throat when outlet pressure was gradually reduced. Once cavitation starts, with further reduction of downstream pressure, no change in flowrate is found. The numerical predictions have been compared with test data and empirical equation based on Bernoulli's equation.

Majumdar, Alok↗

NASA NTRS1970

An earth departure technique for use in manned interplanetary missions using the NERVA engine

Multiorbit injection earth departure technique for optimal thrust-weight ratio in manned interplanetary missions using NERVA engine

Funk, J.↗

NASA NTRS1948

Effect of Inlet Air Distortion on the Steady-State and Surge Characteristics of an Axial-Flow Turbojet Compressor

An investigation was conducted in an altitude test chamber to determine the effects of inlet airflow distortion on the compressor steady-state and surge characteristics of a high-pressure ratio, axial-flow turbojet engine. Circumferential-type inlet flow distortions were investigated, which covered a range of distortion sector angles from 20 deg to 168 deg and distortion levels up to 22 percent. The presence of inlet airflow distortions at the compressor face resulted in a substantial increase in the local pressure ratio in the distorted region, primarily for the inlet stages. The local pressure ratio in the distorted region for the inlet stages increased as either the distortion sector angle decreased or the percent distortion increased. The average compressor-surge pressure ratio was much more sensitive to inlet airflow distortions at lower engine speeds than at engine speeds near rated. Hence, compressor-surge margin reduction due to inlet airflow distortion was quite severe at the lower engine speeds. Although the average compressor-surge pressure ratio was generally reduced with inlet flow distortion, local pressure ratios across the distorted sector of the compressor were obtained during surge and were significantly greater than the normal compressor-surge pressure ratio. This was a result of increased loading of the inlet stages in the distorted region.

Ciepluch, Carl C.↗

NASA NTRS2010

The Development of Titanium Alloys for Application in the Space Shuttle Main Engine

The high-strength-to-weight ratio of titanium alloys, particularly at cryogenic temperatures, make them attractive for application in rocket engines - offering the potential of superior performance while minimizing component weight. This was particularly attractive for rotating components, such as pump impellers, where titanium alloys presented the potential to achieve a major advance in rotational tip speed, with a reduction in stages and resultant saving in pump weight and complexity. The investigation into titanium alloys for application in cryogenic turbopumps began in the early 1960's. However, it was found that the reactivity of titanium limited applications and produced unique processing challenges. Specialized chemical compositions and processing techniques had to be developed. A substantial amount of material properties testing and trials in experimental turbopumps occurred, ultimately leading to application in the Space Shuttle Main Engine. One particular alloy stood out for use at liquid hydrogen temperatures, Ti-5Al-2.5Sn ELI. This alloy was employed for several critical components. This presentation deals with the development effort, the challenges that were encountered and operational experiences with Ti-5Al-2.5Sn ELI in the SSME.

Halchak, John A.↗

NASA NTRS1948

Altitude-wind-tunnel investigation of Westinghouse 19B-2, 19B-8, and 19XB-1 jet-propulsion engines III : performance and windmilling drag characteristics

The performance characteristics of the 19B-8 and 19XB-1 turbojet engines and the windmilling drag characteristics of the 19B-8 engine were determined in the NACA Cleveland altitude wind tunnel. The 19B engine is one of the earliest experimental Westinghouse axial-flow engines. The 19XB-1 engine is an experimental prototype of the Westinghouse 19XB series, having a rated thrust of 1400 pounds. Improvements in performance and operational characteristics have resulted in the 19XB-2B engine with a rated thrust of 1600 pounds. The investigations were conducted on the 19B-8 engine at simulated altitudes from 5000 to 25,000 feet with various free-stream ram-pressure ratios and on the 19XB-1 engine at simulated altitudes from 5000 to 30,000 feet with approximately static free-stream conditions. Data for these two engines are presented to show the effect of altitude, free-stream ram-pressure ratio, and tail-pipe-nozzle area on engine performance.

Fleming, William A↗

NASA NTRSDate not supplied

Flight Deck Design of a Hybrid Turbine/Electric Passenger Aircraft

NASA is exploring the development of a 180-passenger subsonic single engine aft turbine aircraft, The aft turbine provides electric power in a hybrid design to wing mounted electric engines, creating a highly efficient, high-bypass-ratio fan equivalent. The SUbsonic Single Aft eNgine (SUSAN) aircraft is being developed as a sustainable subsonic regional aircraft that seeks to reduce emission levels by 50% in the next few decades. Pilot-in-the-loop studies were conducted at the NASA Langley Research Center in Hampton, Virginia, to explore the flight deck design for the hybrid electric aircraft. Following modern trends in commercial aircraft flight decks with full time augmented controls and a quiet and dark philosophy, single throttle and simplified engine displays were developed for the SUSAN aircraft. The aircraft includes a single aft mounted turbine engine and 16 wing mounted electric fans. The final design was developed from feedback received during an earlier pilot-in-the-loop study where one, two, and three throttles were tested in standard airline operations, including various failures of the turbine and electric engines. Current flight deck designs normally provide control inceptors for each propulsion engine and an engine display for all primary aircraft engine parameters. With full time augmentation expected, a single throttle control with autothrottle always engaged, even during failures, is desired. Augmentation of flight controls using distributed thrust also requires full time control of the electric engines using automation. Additionally, electric engine thrust is augmented during climb based on battery state of charge. Thrust augmentation changes faster than human reaction time and therefore requires full-time automation. A pilot-in-the-loop study was conducted at the NASA Langley Research Center in Hampton, Virginia, to test the final design of the single throttle with simplified engine displays. Fourteen airline pilots evaluated the single throttle and engine display concept. Electric engine failures included one, four symmetric, and eight non-symmetric electric engine failures. The turbine engine was evaluated for complete and partial failure during critical phases of flight to include takeoff as well as enroute. Unexpected go-arounds increase workload and require significant throttle manipulation. Go-arounds were included to ensure the single throttle was usable for all phases of flight. Failures during takeoff required a return to the departure field and failures enroute required a diversion except for one and four electric engine failures as these failures did not affect aircraft flyability or range. There are currently no Part 25 aircraft certified with hybrid systems or electric engines with batteries as emergency propulsion. For turbine engine failures in the SUSAN aircraft design, range is limited to 30 minutes at full power. Battery state of charge and battery health displays were developed and tested for usability and to determine how well they supported pilot decisions for alternate airports during emergency diversions. Novel displays using shape and color were developed to provide immediate feedback when state of charge became critical. This paper details the pilot study including pilot feedback supporting the potential for increased automation and a single throttle control. Detailed recommendations are provided for a novel single throttle control and additional pilot controls to support selection of engines during start, shutdown, and engine troubleshooting procedures. This design deviates significantly from current practice of providing throttles for each propulsion engine. Engine display recommendations are provided based on pilot feedback during a guided post-evaluation interview. Battery state of charge and battery health display recommendations were collected from all airline crews. The simplified engine displays design was rated excellent as measured with a usability scale. Quantitative metrics include airspeed tracking, time to complete checklists, time to make diversion decisions and the quality of the diversion decision. Recommendations for future studies are documented with supporting research and current observations about upcoming flight deck certifications.

autothrottle↗

NASA NTRSDate not supplied

Flight Deck Design of a Hybrid Turbine/Electric Passenger Aircraft

NASA is exploring the development of a 180-passenger subsonic single engine aft turbine aircraft, The aft turbine provides electric power in a hybrid design to wing mounted electric engines, creating a highly efficient, high-bypass-ratio fan equivalent. The SUbsonic Single Aft eNgine (SUSAN) aircraft is being developed as a sustainable subsonic regional aircraft that seeks to reduce emission levels by 50% in the next few decades. Pilot-in-the-loop studies were conducted at the NASA Langley Research Center in Hampton, Virginia, to explore the flight deck design for the hybrid electric aircraft. Following modern trends in commercial aircraft flight decks with full time augmented controls and a quiet and dark philosophy, single throttle and simplified engine displays were developed for the SUSAN aircraft. The aircraft includes a single aft mounted turbine engine and 16 wing mounted electric fans. The final design was developed from feedback received during an earlier pilot-in-the-loop study where one, two, and three throttles were tested in standard airline operations, including various failures of the turbine and electric engines. Current flight deck designs normally provide control inceptors for each propulsion engine and an engine display for all primary aircraft engine parameters. With full time augmentation expected, a single throttle control with autothrottle always engaged, even during failures, is desired. Augmentation of flight controls using distributed thrust also requires full time control of the electric engines using automation. Additionally, electric engine thrust is augmented during climb based on battery state of charge. Thrust augmentation changes faster than human reaction time and therefore requires full-time automation. A pilot-in-the-loop study was conducted at the NASA Langley Research Center in Hampton, Virginia, to test the final design of the single throttle with simplified engine displays. Fourteen airline pilots evaluated the single throttle and engine display concept. Electric engine failures included one, four symmetric, and eight non-symmetric electric engine failures. The turbine engine was evaluated for complete and partial failure during critical phases of flight to include takeoff as well as enroute. Unexpected go-arounds increase workload and require significant throttle manipulation. Go-arounds were included to ensure the single throttle was usable for all phases of flight. Failures during takeoff required a return to the departure field and failures enroute required a diversion except for one and four electric engine failures as these failures did not affect aircraft flyability or range. There are currently no Part 25 aircraft certified with hybrid systems or electric engines with batteries as emergency propulsion. For turbine engine failures in the SUSAN aircraft design, range is limited to 30 minutes at full power. Battery state of charge and battery health displays were developed and tested for usability and to determine how well they supported pilot decisions for alternate airports during emergency diversions. Novel displays using shape and color were developed to provide immediate feedback when state of charge became critical. This paper details the pilot study including pilot feedback supporting the potential for increased automation and a single throttle control. Detailed recommendations are provided for a novel single throttle control and additional pilot controls to support selection of engines during start, shutdown, and engine troubleshooting procedures. This design deviates significantly from current practice of providing throttles for each propulsion engine. Engine display recommendations are provided based on pilot feedback during a guided post-evaluation interview. Battery state of charge and battery health display recommendations were collected from all airline crews. The simplified engine displays design was rated excellent as measured with a usability scale. Quantitative metrics include airspeed tracking, time to complete checklists, time to make diversion decisions and the quality of the diversion decision. Recommendations for future studies are documented with supporting research and current observations about upcoming flight deck certifications.

autothrottle↗

NASA NTRS2006

Flight Test Results for Uniquely Tailored Propulsion-Airframe Aeroacoustic Chevrons: Shockcell Noise

Azimuthally varying chevrons (AVC) which have been uniquely tailored to account for the asymmetric propulsion-airframe aeroacoustic interactions have recently shown significant reductions in jet-related community noise at low-speed take-off conditions in scale model tests of coaxial nozzles with high bypass ratio. There were indications that such AVCs may also provide shockcell noise reductions at high cruise speeds. This paper describes the flight test results when one such AVC concept, namely, the T-fan chevrons with enhanced mixing near the pylon, was tested at full-scale on a modern large twin-jet aircraft (777-300ER) with focus on shockcell noise at mid-cruise conditions. Shockcell noise is part of the interior cabin noise at cruise conditions and its reduction is useful from the viewpoint of passenger comfort. Noise reduction at the source, in the exhaust jet, especially, at low frequencies, is beneficial from the perspective of reduced fuselage sidewall acoustic lining. Results are shown in terms of unsteady pressure spectra both on the exterior surface of the fuselage at several axial stations and also microphone arrays placed inside the fuselage aft of the engine. The benefits of T-fan chevrons, with and without conventional chevrons on the core nozzle, are shown for several engine operating conditions at cruise involving supersonic fan stream and subsonic or supersonic core stream. The T-fan AVC alone provides up to 5 dB low-frequency noise reduction on the fuselage exterior skin and up to 2 dB reduction inside the cabin. Addition of core chevrons appears to increase the higher frequency noise. This flight test result with the previous model test observation that the T-fan AVCs have hardly any cruise thrust coefficient loss (< 0.05%) make them viable candidates for reducing interior cabin noise in high bypass ratio engines.

Mengle, Vinod G.↗

NASA NTRS1974

Feasibility of rotating fluidized bed reactor for rocket propulsion

The rotating fluidized bed reactor concept is outlined, and its application to rocket propulsion is discussed. Experimental results obtained indicate that minimum fluidization correlations commonly in use for 1-g beds can also be applied to multiple-g beds. It was found that for a low thrust system (20,000 lbf) the fuel particle size and/or particle stress play a limiting role on performance. The superiority of U-233 as a fuel for this type of rocket engine is clearly demonstrated in the analysis. The maximum thrust/weight ratio for a 90,000N thrust engine was found to be approximately 65N/kg.

Ludewig, H.↗

NASA NTRS1977

Propulsion cycle effects for a two-fan V/STOL aircraft

This paper discusses the results of an in-depth study investigating the impacts of variable pitch, geared turbofan cycle parameters on a two-fan, subsonic, V/STOL aircraft. Variations in fan pressure ratio, compressor pressure ratio and combustor exit temperature are presented as they affect critical mission legs, aircraft performance, engine thrust-to-weight ratio and as a total systems impact in terms of aircraft takeoff gross weight. Several parameters have counter acting components which, when combined, synergistically result in an optimum value for that parameter. Careful attention has been paid to the changes in aircraft installation penalties associated with each cycle parameter.

Feddersen, R. E.↗

NASA NTRS1984

Integration becomes the name of the OTV game

Since 1981, NASA has been supporting an Orbit Transfer Vehicle (OTV) propulsion technology development program which encompasses the efforts of three major engine manufacturers. A thrust variability ratio of 30:1 has been stipulated for the baseline 520 lbf-sec/lbm engines, in order to yield the versatility needed for low acceleration missions, orbit-transfer missions, and aeromaneuvering tasks. These goals may not be reachable either individually or collectively; the program supports generic technology benefitting all three engine concepts, as well as concept-specific technology. Engine/vehicle integration will determine the final configuration. The three engines under study differ as to turbomachinery types and operating speeds.

Garland, S.↗

NASA NTRS1991

Comparison of turbine bypass and mixed flow turbofan engines for a high-speed civil transport

A comparison of the turbine bypass engine and the mixed flow turbofan for a Mach 2.4 cruise application is presented. A parametric assessment is conducted for each cycle. Parameters that are investigated for the turbine bypass engine include design bypass, combustor exit temperature, and overall pressure ratio. Parameters that are investigated for the mixed flow turbofan include fan pressure ratio, mixer design pressure ratio, and combustor exit temperature. The engines are analyzed for a 5000-nautical-mile, all supersonic cruise mission to determine the aircraft takeoff gross weights. The effects of takeoff noise, cruise emissions, the addition of subsonic cruise legs, and constrained supersonic cruise altitudes are also evaluated.

Seidel, Jonathan A.↗

NASA NTRS1993

Space Shuttle Main Engine real time stability analysis

The Space Shuttle Main Engine (SSME) is a reusable, high performance, liquid rocket engine with variable thrust. The engine control system continuously monitors the engine parameters and issues propellant valve control signals in accordance with the thrust and mixture ratio commands. A real time engine simulation lab was installed at MSFC to verify flight software and to perform engine dynamic analysis. A real time engine model was developed on the AD100 computer system. This model provides sufficient fidelity on the dynamics of major engine components and yet simplified enough to be executed in real time. The hardware-in-the-loop type simulation and analysis becomes necessary as NASA is continuously improving the SSME technology, some with significant changes in the dynamics of the engine. The many issues of interfaces between new components and the engine can be better understood and be resolved prior to the firing of the engine. In this paper, the SSME real time simulation Lab at the MSFC, the SSME real time model, SSME engine and control system stability analysis, both in real time and non-real time is presented.

Kuo, F. Y.↗

NASA NTRS1997

COMETBOARDS Can Optimize the Performance of a Wave-Rotor-Topped Gas Turbine Engine

A wave rotor, which acts as a high-technology topping spool in gas turbine engines, can increase the effective pressure ratio as well as the turbine inlet temperature in such engines. The wave rotor topping, in other words, may significantly enhance engine performance by increasing shaft horse power while reducing specific fuel consumption. This performance enhancement requires optimum selection of the wave rotor's adjustable parameters for speed, surge margin, and temperature constraints specified on different engine components. To examine the benefit of the wave rotor concept in engine design, researchers soft coupled NASA Lewis Research Center's multidisciplinary optimization tool COMETBOARDS and the NASA Engine Performance Program (NEPP) analyzer. The COMETBOARDS-NEPP combined design tool has been successfully used to optimize wave-rotor-topped engines. For illustration, the design of a subsonic gas turbine wave-rotor-enhanced engine with four ports for 47 mission points (which are specified by Mach number, altitude, and power-setting combinations) is considered. The engine performance analysis, constraints, and objective formulations were carried out through NEPP, and COMETBOARDS was used for the design optimization. So that the benefits that accrue from wave rotor enhancement could be examined, most baseline variables and constraints were declared to be passive, whereas important parameters directly associated with the wave rotor were considered to be active for the design optimization. The engine thrust was considered as the merit function. The wave rotor engine design, which became a sequence of 47 optimization subproblems, was solved successfully by using a cascade strategy available in COMETBOARDS. The graph depicts the optimum COMETBOARDS solutions for the 47 mission points, which were normalized with respect to standard results. As shown, the combined tool produced higher thrust for all mission points than did the other solution, with maximum benefits around mission points 11, 25, and 31. Such improvements can become critical, especially when engines are sized for these specific mission points.

Patnaik, Surya N.↗

NASA NTRS2001

Engine With Regression and Neural Network Approximators Designed

At the NASA Glenn Research Center, the NASA engine performance program (NEPP, ref. 1) and the design optimization testbed COMETBOARDS (ref. 2) with regression and neural network analysis-approximators have been coupled to obtain a preliminary engine design methodology. The solution to a high-bypass-ratio subsonic waverotor-topped turbofan engine, which is shown in the preceding figure, was obtained by the simulation depicted in the following figure. This engine is made of 16 components mounted on two shafts with 21 flow stations. The engine is designed for a flight envelope with 47 operating points. The design optimization utilized both neural network and regression approximations, along with the cascade strategy (ref. 3). The cascade used three algorithms in sequence: the method of feasible directions, the sequence of unconstrained minimizations technique, and sequential quadratic programming. The normalized optimum thrusts obtained by the three methods are shown in the following figure: the cascade algorithm with regression approximation is represented by a triangle, a circle is shown for the neural network solution, and a solid line indicates original NEPP results. The solutions obtained from both approximate methods lie within one standard deviation of the benchmark solution for each operating point. The simulation improved the maximum thrust by 5 percent. The performance of the linear regression and neural network methods as alternate engine analyzers was found to be satisfactory for the analysis and operation optimization of air-breathing propulsion engines (ref. 4).

Patnaik, Surya N.↗

NASA NTRSDate not supplied

NASA’s Efficient Quiet Integrated Propulsors (Equip) Technical Challenge

Advances in aircraft propulsor technology - ducted and unducted - are key elements to developing a sustainable aviation future. Increasing propulsive efficiency comes with significant challenges. The long-term trend in aircraft engine design has been towards higher bypass ratios to increase efficiency and decrease noise. Current designs are pushing against limits on engine size; the engine must fit under the wing and overcome the nacelle weight, aerodynamic drag, and airframe integration penalties associated with an ultra-high bypass ratio. The next-generation ducted engines will have shorter inlets and smaller rotor-stator spacing to minimize nacelle area. This increases the potential for non-uniform flow at the fan face and less area for acoustic liners. Unducted engines eliminate the nacelle penalty while presenting challenges to noise and operability in distorted flow environments. The overall diameter in both cases raises questions about engine-airframe integration to maximize efficiency gains and minimize installation penalties. The National Aeronautics and Space Administration (NASA) Advanced Air Vehicles Program (AAVP) approved the Efficient Quiet Integrated Propulsor (EQuIP) Technical Challenge (TC) under the Advanced Air Transport Technology (AATT) Project to work on next-generation propulsor technologies in collaboration with NASA’s government and industry partners in the Sustainable Flight National Partnership. The EQuIP TC leverages NASA resources with Federal Aviation Administration (FAA) and industry investments under the FAA’s Continuous Lower Energy Emissions and Noise (CLEEN) program to address technical challenges on the propulsor subject to the flow field imposed by the engine-airframe-flight environment. The EQuIP TC complements NASA Aeronautics Research Mission Directorate’s (ARMD) existing investments in sustainable aviation for the next-generation of commercial aircraft and contributes to meeting the noise and efficiency goals set by the Sustainable Flight National Partnership and U.S. Aviation Climate Action Plan. This paper introduces the EQuIP TC, describes key parts of its development, and presents the background research used to scope its impact.

Propulsion↗

NASA NTRS1974

Aerodynamic performance of 0.5 meter-diameter, 337 meter-per-second tip speed, 1.5 pressure-ratio, single-stage fan designed for low noise aircraft engines

Overall and blade-element aerodynamic performance of a 0.271-scale model of QF-1 are presented, examined, and then compared and evaluated with that from similar low noise fan stage designs. The tests cover a wide range of speeds and weight flows along with variations in stator setting angle and stator axial spacing from the rotor. At design speed with stator at design setting angle and a fixed distance between stage measuring stations, there were no significant effects of increasing the axial spacing between rotor stator from 1.0 to 3.5 rotor chords on stage overall pressure ratio, efficiency or stall margin.

Gelder, T. F.↗