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NASA NTRS1973

Effect of crossflow velocity on VTOL lift fan blade passing frequency noise generation

Analysis of noise measurements taken during tests of a remote lift fan wing installation, a V/STOL model transport with both lift and lift/cruise fans, and XV5B research aircraft flight tests has indicated a definite increase in pure tone sound pressure level due to crossflow over the face of the life fans. The fan-in-wing and V/STOL model transport tests were conducted in the NASA Ames 40 ft. by 80 ft. wing tunnel and the XV5B flight tests at Moffett Field. Increases up to 10 db were observed for the lift fan installation tested at crossflow to fan tip velocity ratios up to 0.25. Cruise fan noise levels were found to be unaffected by the external flow. The noise level increase was shown to be related to an increase in fan distortion levels.

Stimpert, D. L.↗

NASA NTRS1981

Effect of sweep angles on aerodynamic performance of double arrow wing - An analytical study

Hybrid wing planforms are studied for adoption on supersonic transport and fighter aircraft. The free vortex sheet method is used to determine effects of the leading-edge sweep angles on the aerodynamic performance of a double arrow wing with a strake. Results show lift and drag increase with the increase of the inboard and outboard leading-edge sweep angles. However, the lift-to-drag ratio is little influenced by the changes in these sweep angles. Spanwise surface pressure distributions on the aft region are influenced by the inboard sweep angle while the outboard sweep angle has no effect on these pressures. Finally, the experimental data and predicted results are compared to show good agreement.

Reddy, C. S.↗

NASA NTRS1986

IUE observations of interstellar hydrogen and deuterium toward Alpha Centauri B

A high dispersion profile is presented of the Lyman-alpha emission toward Alpha Cen B as recorded in two images taken with the IUE spacecraft. The spectra were examined with a three-parameter Gaussian or five-parameter solar-type profile to derive the intrinsic background stellar emission. Voight absorption profiles were calculated for the intervening H I and D I gas. A uniform, thermally broadened medium was assumed, with the calculations being based on the free stellar parameters of density, velocity dispersion and the bulk velocity of H I, and the density of D I. The use of a small aperture is shown to have been effective in eliminating geocoronal and interplanetary diffuse Ly-alpha contamination. The H I absorption profile toward Alpha Cen B is found to be equivalent to that toward Alpha Cen A, indicating that the H I profiles derived are essentially independent of stellar emission. Less success, however, was attained in obtaining any definitive D I profile, although an asymmetry in the blue and red wings of the Lyman-alpha emissions did show the presence of absorption by interstellar deuterium and allow setting a lower limit of 0.00001 for the D I/H I ratio.

Landsman, W. B.↗

NASA NTRS1987

Advanced turboprop wing installation effects measured by unsteady blade pressure and noise

A single rotation model propeller (SR-7A) was tested at simulated takeoff/approach conditions (Mach 0.2), in the NASA Lewis 9- by 15-Ft Anechoic Wind Tunnel. Both unsteady blade surface pressures and noise measurements were made for a tractor configuration with propeller/straight wing and propeller alone configurations. The angle between the wing chord and propeller axis (droop angle) was varied along with the wing angle of attack to determine the effects on noise and unsteady loading. A method was developed that uses unsteady blade pressure measurements to provide a quantitative indication of propeller inflow conditions, at least for a uniform (across the propeller disk) inflow angle. The wing installation caused a nearly uniform upwash at the propeller inlet as evidenced by the domination of the pressure spectra by the first shaft order. This inflow angle increased at a rate of almost 150 percent of that of the wing angle-of-attack for a propeller-wing spacing of 0.54 wing chords at a constant droop angle. The flyover noise, as measured by the maximum blade passing frequency level, correlates closely with the propeller inflow angle (approx. 0.6 dB per degree of inflow angle) for all droop angles and wing angles of attack tested, including the propeller alone data. Large changes in the unsteady pressure responses on the suction surface of the blade were observed as the advance ratio was varied. The presence of a leading edge vortex may explain this behavior since changes in the location of this vortex would change with loading (advance ratio).

Heidelberg, Laurence J.↗

NASA NTRS1987

Advanced turboprop wing installation effects measured by unsteady blade pressure and noise

Heidelberg, Laurence J.↗

NASA NTRS2009

Turboelectric Distributed Propulsion Engine Cycle Analysis for Hybrid-Wing-Body Aircraft

Meeting NASA's N+3 goals requires a fundamental shift in approach to aircraft and engine design. Material and design improvements allow higher pressure and higher temperature core engines which improve the thermal efficiency. Propulsive efficiency, the other half of the overall efficiency equation, however, is largely determined by the fan pressure ratio (FPR). Lower FPR increases propulsive efficiency, but also dramatically reduces fan shaft speed through the combination of larger diameter fans and reduced fan tip speed limits. The result is that below an FPR of 1.5 the maximum fan shaft speed makes direct drive turbines problematic. However, it is the low pressure ratio fans that allow the improvement in propulsive efficiency which, along with improvements in thermal efficiency in the core, contributes strongly to meeting the N+3 goals for fuel burn reduction. The lower fan exhaust velocities resulting from lower FPRs are also key to meeting the aircraft noise goals. Adding a gear box to the standard turbofan engine allows acceptable turbine speeds to be maintained. However, development of a 50,000+ hp gearbox required by fans in a large twin engine transport aircraft presents an extreme technical challenge, therefore another approach is needed. This paper presents a propulsion system which transmits power from the turbine to the fan electrically rather than mechanically. Recent and anticipated advances in high temperature superconducting generators, motors, and power lines offer the possibility that such devices can be used to transmit turbine power in aircraft without an excessive weight penalty. Moving to such a power transmission system does more than provide better matching between fan and turbine shaft speeds. The relative ease with which electrical power can be distributed throughout the aircraft opens up numerous other possibilities for new aircraft and propulsion configurations and modes of operation. This paper discusses a number of these new possibilities. The Boeing N2 hybrid-wing-body (HWB) is used as a baseline aircraft for this study. The two pylon mounted conventional turbofans are replaced by two wing-tip mounted turboshaft engines, each driving a superconducting generator. Both generators feed a common electrical bus which distributes power to an array of superconducting motor-driven fans in a continuous nacelle centered along the trailing edge of the upper surface of the wing-body. A key finding was that traditional inlet performance methodology has to be modified when most of the air entering the inlet is boundary layer air. A very thorough and detailed propulsion/airframe integration (PAI) analysis is required at the very beginning of the design process since embedded engine inlet performance must be based on conditions at the inlet lip rather than freestream conditions. Examination of a range of fan pressure ratios yielded a minimum Thrust-specific-fuel-consumption (TSFC) at the aerodynamic design point of the vehicle (31,000 ft /Mach 0.8) between 1.3 and 1.35 FPR. We deduced that this was due to the higher pressure losses prior to the fan inlet as well as higher losses in the 2-D inlets and nozzles. This FPR is likely to be higher than the FPR that yields a minimum TSFC in a pylon mounted engine. 1

Felder, James L.↗

NASA NTRS2013

Effect of Two Advanced Noise Reduction Technologies on the Aerodynamic Performance of an Ultra High Bypass Ratio Fan

A wind tunnel experiment was conducted in the NASA Glenn Research Center anechoic 9- by 15-Foot Low-Speed Wind Tunnel to investigate two new advanced noise reduction technologies in support of the NASA Fundamental Aeronautics Program Subsonic Fixed Wing Project. The goal of the experiment was to demonstrate the noise reduction potential and effect on fan model performance of the two noise reduction technologies in a scale model Ultra-High Bypass turbofan at simulated takeoff and approach aircraft flight speeds. The two novel noise reduction technologies are called Over-the-Rotor acoustic treatment and Soft Vanes. Both technologies were aimed at modifying the local noise source mechanisms of the fan tip vortex/fan case interaction and the rotor wake-stator interaction. For the Over-the-Rotor acoustic treatment, two noise reduction configurations were investigated. The results showed that the two noise reduction technologies, Over-the-Rotor and Soft Vanes, were able to reduce the noise level of the fan model, but the Over-the-Rotor configurations had a significant negative impact on the fan aerodynamic performance; the loss in fan aerodynamic efficiency was between 2.75 to 8.75 percent, depending on configuration, compared to the conventional solid baseline fan case rubstrip also tested. Performance results with the Soft Vanes showed that there was no measurable change in the corrected fan thrust and a 1.8 percent loss in corrected stator vane thrust, which resulted in a total net thrust loss of approximately 0.5 percent compared with the baseline reference stator vane set.

Hughes, Christoper E.↗

NASA NTRS2000

Static Performance of Six Innovative Thrust Reverser Concepts for Subsonic Transport Applications: Summary of the NASA Langley Innovative Thrust Reverser Test Program

The NASA Langley Configuration Aerodynamics Branch has conducted an experimental investigation to study the static performance of innovative thrust reverser concepts applicable to high-bypass-ratio turbofan engines. Testing was conducted on a conventional separate-flow exhaust system configuration, a conventional cascade thrust reverser configuration, and six innovative thrust reverser configurations. The innovative thrust reverser configurations consisted of a cascade thrust reverser with porous fan-duct blocker, a blockerless thrust reverser, two core-mounted target thrust reversers, a multi-door crocodile thrust reverser, and a wing-mounted thrust reverser. Each of the innovative thrust reverser concepts offer potential weight savings and/or design simplifications over a conventional cascade thrust reverser design. Testing was conducted in the Jet-Exit Test Facility at NASA Langley Research Center using a 7.9%-scale exhaust system model with a fan-to-core bypass ratio of approximately 9.0. All tests were conducted with no external flow and cold, high-pressure air was used to simulate core and fan exhaust flows. Results show that the innovative thrust reverser concepts achieved thrust reverser performance levels which, when taking into account the potential for system simplification and reduced weight, may make them competitive with, or potentially more cost effective than current state-of-the-art thrust reverser systems.

Asbury, Scott C.↗

NASA NTRS2000

Static Performance of Six Innovative Thrust Reverser Concepts for Subsonic Transport Applications: Summary of the NASA Langley Innovative Thrust Reverser Test Program

Asbury, Scott C.↗

NASA NTRS1953

Pressure Distributions About Finite Wedges in Bounded and Unbounded Subsonic Streams

An analytical investigation of incompressible flow about wedges was made to determine effects of tunnel-wedge ratio and wedge angle on the wedge pressure distributions. The region of applicability of infinite wedge-type velocity distribution was examined for finite wedges. Theoretical and experimental pressure coefficients for various tunnel-wedge ratios, wedge angles, and subsonic Mach numbers were compared.

FLOW, LAMINAR↗

NASA NTRS1994

Quiescent accretion disks in black hole X-ray novae

We present detailed time-resolved spectroscopy of the Balmer emission lines from two black hole binary systems in quiescence, A0620-00 and Nova Muscae 1991. We find extraordinary similarities between the two systems. There are 30-40 km/s velocity variations of the emission lines over the orbital period, the phases of which are not aligned with the expected phase of the motion of the compact primary. Detailed modeling of both systems is complicated by variable hot spot components, regions of optical thickness, and intermittent excess emission in the blue line wings of the H-alpha lines. Both sources also display low velocities at the outer edge of the accretion disk, implying a large primary Roche lobe and extreme mass ratios. These complications suggest that although simple optically thin, Keplerian alpha-disk models provide a useful parameterization of emission lines from these systems, the straightforward physical models they imply should be treated with great caution.

Orosz, Jerome A.↗

NASA NTRS1995

Effects of Yarn Crimping on Braided Composite Design Allowables

Braided composite materials are currently being evaluated for wing skin stiffeners on commercial aircraft. These carbon-fiber/epoxy materials allow for low-cost manufacturing while maintaining high strength-to-weight and stiffness-to-weight ratios. The proposed braid architecture consists of axial carbon fiber yarns and braider carbon fiber yarns making 60 deg to 70 deg angles with respect to the axial yarns. These 2-D triaxial braids are produced as long, continuous tubes, which are flattened, cut, and stacked to produce the desired part thickness and shape. When infiltrated with epoxy resin and cured under a compaction pressure, the fiber yarns become crimped, allowing for higher fiber packing. Although high fiber packing is desirable, yarn crimping (especially in the axial fiberyarns) is undesirable. Significant axial yarn crimp angles (greater than 10 deg) have been measured in braided composites. Comparable levels of crimping have been found to produce significant compressive strength reductions in laminated composites consisting of planar fiber sheets. Thus, axial yarn crimping is suspected of producing significant reductions in compressive strength allowables for braided composites. The objective of this research is to quantify the reduction in compressive strength as a function of axial yarn crimp severity. Since crimp severity can be reduced by lowering the compaction pressure during curing, the resulting compressive strengths may be used to determine optimum processing conditions. A 'cure-on-the-loom' manufacturing process was developed to produce braided composites with controlled levels of crimping. This method allowed for controlled levels of tension to be placed on the axial yarns and maintained during the curing process. With increasing tension, the crimp severity in the axial yarns was reduced. Thus, varying crimp severities were produced ranging from conventional levels (greater than 10 deg) to virtually straight axial yarns. Test results indicate that a 30% increase in compressive strength is obtainable by eliminating axial yarn crimping. Further compression testing is underway to quantify the relationship between crimp severity and compressive strength. Additional testing is planned to investigate the effect of crimping on the open-hole compressive strength, often considered a more significant design allowable.

Adams, Dan↗

NASA NTRS2003

Experimental Hypersonic Aerodynamic Characteristics of the Space Shuttle Orbiter for a Range of Damage Scenarios

Aerodynamic tests in support of the Columbia accident investigation were conducted in two hypersonic wind tunnels at the NASA Langley Research Center, the 20-Inch Mach 6 Air Tunnel and the 20-Inch Mach 6 CF4 Tunnel. The primary purpose of these tests was to measure the forces and moments generated by a variety of outer mold line alterations (damage scenarios) using 0.0075-scale models of the Space Shuttle Orbiter (approximately 10 inches in length). Simultaneously acquired global heat transfer mappings were obtained for a majority of the configurations tested. Test parameters include angles of attack from 38 to 42 deg, unit Reynolds numbers from 0.26 to 3.0 x10^6 per foot, and normal shock density ratios of 5 (Mach 6 air) and 12 (Mach 6 CF4). The damage scenarios evaluated included asymmetric boundary layer transition, gouges in the windward surface acreage thermal protection system tiles, wing leading edge damage (partially and fully missing reinforced carbon-carbon (RCC) panels), holes through the wing from the windward surface to the leeside, deformation of the wing windward surface, and main landing gear door and/or gear deployment. The aerodynamic data were compared to the magnitudes and directions observed in flight, and the heating images were evaluated in terms of the location of the generated disturbances and how these disturbance might relate to the response of discrete gages on the Columbia Orbiter vehicle during entry. The measured aerodynamic increments were generally small in magnitude, as were the flight-derived values during most of the entry. Asymmetric boundary layer transition (ABLT) results were consistent with the flight-derived Shuttle ABLT model, but not with the observed flight trends for STS-107. The partially missing leading edge panel results best matched both the early aerodynamic and heating trends observed in flight. A progressive damage scenario is presented that qualitatively matches the flight observations for the full entry.

Brauckman, Gregory J.↗

NASA NTRS1998

Envelope structure on 700 AU scales and the molecular outflows of low-mass young stellar objects

Aperture synthesis observations of HCO+ J = 1-0, 13CO 1-0, and C18O 1-0 obtained with the Owens Valley Millimeter Array are used to probe the small-scale (5" approximately 700 AU) structure of the molecular envelopes of a well-defined sample of nine embedded low-mass young stellar objects in Taurus. The interferometer results can be understood in terms of: (1) a core of radius approximately or less than 1000 AU surrounding the central star, possibly flattened and rotating; (2) condensations scattered throughout the envelope that may be left over from the inhomogeneous structure of the original cloud core or that may have grown during collapse; and (3) material within the outflow or along the walls of the outflow cavity. Masses of the central cores are 0.001-0.1 M (solar), and agree well with dust continuum measurements. Averaged over the central 20" (3000 AU) region, an HCO+ abundance of 4 x 10(-8) is inferred, with a spread of a factor of 3 between the different sources. Reanalysis of previously presented single-dish data yields an HCO+ abundance of (5.0 +/- 1.7) x 10(-9), which may indicate an average increase by a factor of a few on the smaller scales sampled by the interferometer. Part of this apparent abundance variation could be explained by contributions from extended cloud emission to the single-dish C18O lines, and uncertainties in the assumed excitation temperatures and opacities. The properties of the molecular envelopes and outflows are further investigated through single-dish observations of 12CO J = 6-5, 4-3, and 3-2, 13CO 6-5 and 3-2, and C18O 3-2 and 2-1, obtained with the James Clerk Maxwell and IRAM 30 m telescopes, along with the Caltech Submillimeter Observatory. Ratios of the mid-J CO lines are used to estimate the excitation temperature, with values of 25-80 K derived for the gas near line centre. The outflow wings show a similar range, although Tex is enhanced by a factor of 2-3 in at least two sources. In contrast to the well-studied L1551 IRS 5 outflow, which extends over 10' (0.4 pc), seven of the remaining eight sources are found to drive 12CO 3-2 outflows over < or = 1' (0.04 pc); only L1527 IRS has a well-developed outflow of some 3'(0.12 pc). Estimates are obtained for the outflow kinetic luminosity, Lkin, and the flow momentum rate, FCO, applying corrections for line opacity and source inclination. The flow force FCO correlates with the envelope mass and with the 2.7 mm flux of the circumstellar disk. Only a weak correlation is seen with Lbol, while none is found with the relative age of the object as measured by integral Tmb(HCO+ 3-2)dV/Lbol. These trends support the hypothesis that outflows are driven by accretion through a disk, with a global mass infall rate determined by the mass and density of the envelope. The association of compact HCO+ emission with the walls of the outflow cavities indicates that outflows in turn influence the appearance of the envelopes. It is not yet clear, however, whether they are actively involved in sweeping up envelope material, or merely provide a low-opacity pathway for heating radiation to reach into the envelope.

NASA Discipline Exobiology↗

NASA NTRS1991

Application of laminar flow control to high-bypass-ratio turbofan engine nacelles

Recently, the concept of the application of hybrid laminar flow to modern commercial transport aircraft was successfully flight tested on a Boeing 757 aircraft. In this limited demonstration, in which only part of the upper surface of the swept wing was designed for the attainment of laminar flow, significant local drag reduction was measured. This paper addresses the potential application of this technology to laminarize the external surface of large, modern turbofan engine nacelles which may comprise as much as 5-10 percent of the total wetted area of future commercial transports. A hybrid-laminar-flow-control (HLFC) pressure distribution is specified and the corresponding nacelle geometry is computed utilizing a predictor/corrector design method. Linear stability calculations are conducted to provide predictions of the extent of the laminar boundary layer. Performance studies are presented to determine potential benefits in terms of reduced fuel consumption.

Wie, Y. S.↗

NASA NTRS2008

Reconfiguration control system for an aircraft wing

Independently deflectable control surfaces are located on the trailing edge of the wing of a blended wing-body aircraft. The reconfiguration control system of the present invention controls the deflection of each control surface to optimize the spanwise lift distribution across the wing for each of several flight conditions, e.g., cruise, pitch maneuver, and high lift at low speed. The control surfaces are deflected and reconfigured to their predetermined optimal positions when the aircraft is in each of the aforementioned flight conditions. With respect to cruise, the reconfiguration control system will maximize the lift to drag ratio and keep the aircraft trimmed at a stable angle of attack. In a pitch maneuver, the control surfaces are deflected to pitch the aircraft and increase lift. Moreover, this increased lift has its spanwise center of pressure shifted inboard relative to its location for cruise. This inboard shifting reduces the increased bending moment about the aircraft's x-axis occasioned by the increased pitch force acting normal to the wing. To optimize high lift at low speed, during take-off and landing for example, the control surfaces are reconfigured to increase the local maximum coefficient of lift at stall-critical spanwise locations while providing pitch trim with control surfaces that are not stall critical.

Wakayama, Sean R.↗

NASA NTRS1978

Stellar model chromospheres. VII - Capella /G5 III +/, Pollux /K0 III/, and Aldebaran /K5 III/

Data from high-resolution SEC vidicon spectroscopy with a ground-based telescope (for the Ca II K line) and from spectral scans made with the BUSS ultraviolet balloon spectrograph (for the Mg II h and k lines) are used to derive models of the chromospheres and upper photospheres of three G-K giants. The models are based on partial-redistribution analyses of the Ca II K line wings and cores and on the fluxes in the Mg II lines. The photospheres thus computed are hotter than predicted by radiative-equilibrium models. The minimum-to-effective temperature ratio is found to decrease with decreasing effective temperature, while the mass column density at the top of the chromosphere increases with decreasing stellar surface gravity. The computed pressure at the chromosphere top in the primary member of the Capella spectroscopic binary system is 70 times smaller than the transition-region pressure derived by Haisch and Linsky (1976), which suggests that additional terms must be included in the transition-region energy equations for giant stars. Estimates of the Ca II and hydrogen column densities are made for the circumstellar envelope of Aldebaran.

Kelch, W. L.↗

NASA NTRS1993

Search for spatial variations of the H2O abundance in the lower atmosphere of Venus from NIMS-Galileo

The spectroscopic data of the Near-Infrared Mapping Spectrometer (NIMS), recorded during the Galileo flyby of Venus, are analysed to retrieve the water vapor abundance variations in the lower atmosphere of Venus at night. The 1.18 micrometer spectral window, which probes altitude levels below 20 km, is used for this purpose. Constraints on the CO2 continuum and far-wing opacity from existing ground-based high-resolution observations are included in the modelling of the NIMS spectra. The NIMS measurements can be fitted with a water vapor mixing ratio of 30 +/- 15 ppm, in agreement with analyses of ground-based nightside observations. The water vapor abundance shows no horizontal variations exceeding 20% over a wide latitude range (40 deg S, 50 deg N) on the nightside of Venus. Within the same selection of NIMS spectra, a large enhancement in the O2 fluorescence emission at 1.27 micrometer is observed at a latitude of 40 deg S, over a spatial area about 100 km wide.

Drossart, P.↗