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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 901 records · Page 50
All sourcesNASA NTRSDOE OSTI
NASA NTRS2011

Axisymmetric Calculations of a Low-Boom Inlet in a Supersonic Wind Tunnel

This paper describes axisymmetric CFD predictions made of a supersonic low-boom inlet with a facility diffuser, cold pipe, and mass flow plug within wind tunnel walls, and compares the CFD calculations with the experimental data. The inlet was designed for use on a small supersonic aircraft that would cruise at Mach 1.6, with a Mach number over the wing of 1.7. The inlet was tested in the 8-ft by 6-ft Supersonic Wind Tunnel at NASA Glenn Research Center in the fall of 2010 to demonstrate the performance and stability of a practical flight design that included a novel bypass duct. The inlet design is discussed here briefly. Prior to the test, CFD calculations were made to predict the performance of the inlet and its associated wind tunnel hardware, and to estimate flow areas needed to throttle the inlet. The calculations were done with the Wind-US CFD code and are described in detail. After the test, comparisons were made between computed and measured shock patterns, total pressure recoveries, and centerline pressures. The results showed that the dual-stream inlet had excellent performance, with capture ratios near one, a peak core total pressure recovery of 96 percent, and a large stable operating range. Predicted core recovery agreed well with the experiment but predicted bypass recovery and maximum capture ratio were high. Calculations of offdesign performance of the inlet along a flight profile agreed well with measurements and previous calculations.

Chima, Rodrick V.↗
NASA NTRS2018

Performance of Variable Coded Modulations over a Nonlinear Channel for VCM Protocol Red Book

This presentation provides a summary of the results obtained from a study which evaluates the performance of variable coded modulations specified in the "Variable Coded Modulation Protocol" CCSDS Red Book, over a nonlinear channel that is currently on the CCSDS Blue Book track. The objectives are to perform simulation that identifies the operating signal-to-noise-power ratio required to achieve a codeword error rate of 1e-4 over the specified nonlinear channel for various modulations (i.e. BPSK, QPSK, 8-PSK) and LDPC coding schemes, and compare against performance over an ideal additive white Gaussian channel. We select a only subset of operating modes to perform the analysis which are based on a number of mitigation techniques to combat the nonlinear distortions. Specifically, transmitter centroidal pre-distortion, phase post-distortion and receiver mean phase estimation are analyzed in this study.

coding↗
NASA NTRS2016

UV Spectroscopy of Star-Grazing Comets Within the 49 Ceti Debris Disk

We present the analysis of time-variable Doppler-shifted absorption features in far-UV spectra of the unusual 49 Ceti debris disk. This nearly edge-on disk is one of the brightest known and is one of the very few containing detectable amounts of circumstellar (CS) gas as well as dust. In our two visits of Hubble Space Telescope STIS spectra, variable absorption features are seen on the wings of lines arising from CII and CIV but not for any of the other CS absorption lines. Similar variable features have long been seen in spectra of the well-studied Beta Pictoris debris disk and attributed to the transits of star-grazing comets. We calculated the velocity ranges and apparent column densities of the 49 Cet variable gas, which appears to have been moving at velocities of tens to hundreds of kms(-1) relative to the central star. The velocities in the redshifted variable event seen in the second visit show that the maximum distances of the in falling gas at the time of transit were about 0.050.2 au from the central star. A preliminary attempt at a composition analysis of the redshifted event suggests that the C/O ratio in the in falling gas is super-solar, as it is in the bulk of the stable disk gas.

far-UV spectra↗
NASA NTRS1995

Afterbody/nozzle pressure distributions of a twin-tail twin-engine fighter with axisymmetric nozzles at Mach numbers from 0.6 to 1.2

Distributions of static pressure coefficient over the afterbody and axisymmetric nozzles of a generic, twin-tail twin-engine fighter were obtained in the Langley 16-Foot Transonic Tunnel. The longitudinal positions of the vertical and horizontal tails were varied for a total of six aft-end configurations. Static pressure coefficients were obtained at Mach numbers between 0.6 and 1.2, angles of attack between 0 deg and 8 deg, and nozzle pressure ratios ranging from jet-off to 8. The results of this investigation indicate that the influence of the vertical and horizontal tails extends beyond the vicinity of the tail-afterbody juncture. The pressure distribution affecting the aft-end drag is influenced more by the position of the vertical tails than by the position of the horizontal tails. Transonic tail-interference effects are seen at lower free-stream Mach numbers at positive angles of attack than at an angle of attack of 0 deg.

Wing, David J.↗
DOE OSTI2016

UV spectroscopy of star-grazing comets within the 49 Ceti debris disk

We present the analysis of time-variable Doppler-shifted absorption features in far-UV spectra of the unusual 49 Ceti debris disk. This nearly edge-on disk is one of the brightest known and is one of the very few containing detectable amounts of circumstellar (CS) gas as well as dust. In our two visits of Hubble Space Telescope STIS spectra, variable absorption features are seen on the wings of lines arising from Cii and Civ but not for any of the other CS absorption lines. Similar variable features have long been seen in spectra of the well-studied β Pictoris debris disk and attributed to the transits of star-grazing comets. We calculated the velocity ranges and apparent column densities of the 49 Cet variable gas, which appears to have been moving at velocities of tens to hundreds of km s{sup −1} relative to the central star. The velocities in the redshifted variable event seen in the second visit show that the maximum distances of the infalling gas at the time of transit were about 0.05–0.2 au from the central star. A preliminary attempt at a composition analysis of the redshifted event suggests that the C/O ratio in the infalling gas is super-solar, as it is in the bulk of the stable disk gas.

79 ASTRONOMY AND ASTROPHYSICS↗
NASA NTRS1997

Dynamic Ground Effect for a Cranked Arrow Wing Airplane

Flight-determined ground effect characteristics for an F-16XL airplane are presented and correlated with wind tunnel predictions and similar flight results from other aircraft. Maneuvers were conducted at a variety of flightpath angles. Conventional ground effect flight test methods were used, with the exception that space positioning data were obtained using the differential global positioning system (DGPS). Accuracy of the DGPS was similar to that of optical tracking methods, but it was operationally more attractive. The dynamic flight determined lift and drag coefficient increments were measurably lower than steady-state wind-tunnel predictions. This relationship is consistent with the results of other aircraft for which similar data are available. Trends in the flight measured lift increments caused by ground effect as a function of flightpath angle were evident but weakly correlated. An engineering model of dynamic ground effect was developed based on linear aerodynamic theory and super-positioning of flows. This model was applied to the F-16XL data set and to previously published data for an F-15 airplane. In both cases, the model provided an engineering estimate of the ratio between the steady-state and dynamic data sets.

Curry, Robert E.↗
NASA NTRS1979

On the stability of the boundary layer on a transonic swept wing

Both incompressible and compressible linear stability theory are applied to the three-dimensional compressible boundary layer on a particular transonic sweptback wing of infinite span. A spatial stability theory is used which identifies the growth direction with the real part of the complex angle of the group velocity. It is found that in the forward, but not the rear, crossflow instability region, the maximum amplification rates of the steady disturbances may be calculated to within about 10% by the incompressible stability theory. There is little difference between the sixth and eighth-order compressible theories. The maximum amplification rate of the steady disturbances at any chordwise station is closely related to the maximum crossflow at that station independent of the Reynolds number. For other than crossflow instability, there can be large differences between the incompressible and compressible theories, both as to the amplification rate and the angle of the wavenumber vector for maximum instability. Amplitude ratios of individual wave components are obtained by integrating the spatial amplification rate along the growth direction subject to the constraint that the wavenumber vector is irrotational. This procedure yields steady disturbances aligned with the local potential flow direction whose wavelengths are nearly independent of downstream distance.

Mack, L. M.↗
NASA NTRSDate not supplied

Additional Large-Drop Ice Accretion Test Results for a Large Scale Swept Wing Section from January 2022

In-flight icing is an important consideration that affects aircraft design, performance, certification and safety. Newer regulations combined with increasing demand to reduce fuel burn, emissions and noise are driving a need for improvements in icing simulation capability. To that end, this paper presents the results of additional ice accretion testing conducted in the NASA Icing Research Tunnel in January 2022 with a large swept wing section typical of a modern commercial transport. The model was based upon a section of the Common Research Model wing at the 64% semispan station with a streamwise chord length of 136 in. The test conditions were developed with an icing scaling analysis to generate similar conditions for a small median volumetric diameter (MVD) = 25 μm cloud and a large MVD = 110 μm cloud. A series of tests were conducted over a range of total temperature from -23.8 ˚C to -1.4 ˚C with all other conditions held constant. Another series of tests explored cloud MVD variations from 50 μm to 230 μm while holding constant certain scaling parameters. The variation in ice mass and scanned ice volume across repeat conditions was approximately 50% lower than the uncertainty in the cloud MVD and liquid water content. The measured ice mass and volume calculated from the 3D scans were used to compute the mass to volume ratio that is sometimes referred to as ice density or void fraction. When the ice volume based on the ice shape maximum combined cross section was used to determine this ratio, the resulting values were in the range of 240 to 455 kg/m 3 . This is consistent with analogous values previously reported in the literature. The ice shape mass and volume increased with MVD from 50 to 230 μm at fixed values of the scaling parameters. The ice mass to volume ratio was approximately constant for all of the cases which showed that the accreted mass and volume increased at approximately the same rate. These results demonstrate the significance of cloud MVD on ice shape mass and volume.

Ice accretion, Large drops, Wind tunnel↗
NASA NTRSDate not supplied

Additional Large-Drop Ice Accretion Test Results for a Large Scale Swept Wing Section from January 2022

In-flight icing is an important consideration that affects aircraft design, performance, certification and safety. Newer regulations combined with increasing demand to reduce fuel burn, emissions and noise are driving a need for improvements in icing simulation capability. To that end, this paper presents the results of additional ice accretion testing conducted in the NASA Icing Research Tunnel in January 2022 with a large swept wing section typical of a modern commercial transport. The model was based upon a section of the Common Research Model wing at the 64% semispan station with a streamwise chord length of 136 in. The test conditions were developed with an icing scaling analysis to generate similar conditions for a small median volumetric diameter (MVD) = 25 μm cloud and a large MVD = 110 μm cloud. A series of tests were conducted over a range of total temperature from -23.8 ˚C to -1.4 ˚C with all other conditions held constant. Another series of tests explored cloud MVD variations from 50 μm to 230 μm while holding constant certain scaling parameters. The variation in ice mass and scanned ice volume across repeat conditions was approximately 50% lower than the uncertainty in the cloud MVD and liquid water content. The measured ice mass and volume calculated from the 3D scans were used to compute the mass to volume ratio that is sometimes referred to as ice density or void fraction. When the ice volume based on the ice shape maximum combined cross section was used to determine this ratio, the resulting values were in the range of 240 to 455 kg/m3. This is consistent with analogous values previously reported in the literature. The ice shape mass and volume increased with MVD from 50 to 230 μm at fixed values of the scaling parameters. The ice mass to volume ratio was approximately constant for all of the cases which showed that the accreted mass and volume increased at approximately the same rate. These results demonstrate the significance of cloud MVD on ice shape mass and volume.

Ice accretion↗
NASA NTRS1996

Application of the pressure sensitive paint technique to steady and unsteady flow

Pressure sensitive paint is a newly-developed optical measurement technique with which one can get a continuous pressure distribution in much shorter time and lower cost than a conventional pressure tap measurement. However, most of the current pressure sensitive paint applications are restricted to steady pressure measurement at high speeds because of the small signal-to-noise ratio at low speed and a slow response to pressure changes. In the present study, three phases of work have been completed to extend the application of the pressure sensitive paint technique to low-speed testing and to investigate the applicability of the paint technique to unsteady flow. First the measurement system using a commercially available PtOEP/GP-197 pressure sensitive paint was established and applied to impinging jet measurements. An in-situ calibration using only five pressure tap data points was applied and the results showed good repeatability and good agreement with conventional pressure tap measurements on the whole painted area. The overall measurement accuracy in these experiments was found to be within 0.1 psi. The pressure sensitive paint technique was then applied to low-speed wind tunnel tests using a 60 deg delta wing model with leading edge blowing slots. The technical problems encountered in low-speed testing were resolved by using a high grade CCD camera and applying corrections to improve the measurement accuracy. Even at 35 m/s, the paint data not only agreed well with conventional pressure tap measurements but also clearly showed the suction region generated by the leading edge vortices. The vortex breakdown was also detected at alpha=30 deg. It was found that a pressure difference of 0.2 psi was required for a quantitative pressure measurement in this experiment and that temperature control or a parallel temperature measurement is necessary if thermal uniformity does not hold on the model. Finally, the pressure sensitive paint was applied to a periodically changing pressure field with a 12.8s time period. A simple first-order pole model was applied to deal with the phase lag of the paint. The unsteady pressure estimated from the time-changing pressure sensitive paint data agreed well with the pressure transducer data in regions of higher pressure and showed the possibility of extending the technique to unsteady pressure measurements. However, the model still needs further refinement based on the physics of the oxygen diffusion into the paint layer and the oxygen quenching on the paint luminescence.

Shimbo, Y.↗
NASA NTRS2000

Evidence of a Supermassive Black Hole in the Galaxy NGC 1023 From The Nuclear Stellar Dynamics

We analyze the nuclear stellar dynamics of the SBO galaxy NGC 1023, utilizing observational data both from the Space Telescope Imaging Spectrograph aboard the Hubble Space Telescope and from the ground. The stellar kinematics measured from these long-slit spectra show rapid rotation (V equals approx. 70 km/s at a distance of O.1 deg = 4.9 pc from the nucleus) and increasing velocity dispersion toward the nucleus (where sigma = 295 +/- 30 km/s). We model the observed stellar kinematics assuming an axisymmetric mass distribution with both two and three integrals of motion. Both modeling techniques point to the presence of a central dark compact mass (which presumably is a supermassive black hole) with confidence > 99%. The isotropic two-integral models yield a best-fitting black hole mass of (6.0 +/- 0.4) x 10(exp 7) solar masses and mass-to-light ratio (M/L(sub v)) of 5.38 +/- 0.08, and the goodness-of-fit (CHI(exp 2)) is insensitive to reasonable values for the galaxy's inclination. The three-integral models, which non-parametrically fit the observed line-of-sight velocity distribution as a function of position in the galaxy, suggest a black hole mass of (3.9 +/- 0.4) x 10(exp 7) solar masses and M/L(sub v) of 5.56 +/- 0.02 (internal errors), and the edge-on models are vastly superior fits over models at other inclinations. The internal dynamics in NGC 1023 as suggested by our best-fit three-integral model shows that the velocity distribution function at the nucleus is tangentially anisotropic, suggesting the presence of a nuclear stellar disk. The nuclear line of sight velocity distribution has enhanced wings at velocities >= 600 km/s from systemic, suggesting that perhaps we have detected a group of stars very close to the central dark mass.

Bower, G. A.↗
NASA NTRS2020

James Clerk Maxwell Telescope Spectral and Continuum Imaging of Hyperactive Comet 46P/Wirtanen

The Jupiter-family comet (JFC) 46P/Wirtanen passed the Earth at a distance of 0.077 au on 2018 December 16 UT, presenting a rare opportunity to study the chemical structure of its coma. With the James Clerk Maxwell Telescope we achieved a resolution of 800 km, which is smaller than the scale lengths of some distributed cometary molecules at the comet's heliocentric distance of 1 au. Spectroscopic observations of the J = 4 − 3 transition of HCN showed generally uniform levels of outgassing activity during the observing period, 2018 December 14–20. Gas expansion velocities were ~0.6 km s−1, and the derived average HCN production rate was 7.4 × 1024 mol s−1. HCN and CH3OH emissions were detected at least 30'' (1600 km) from the nucleus, and the abundances of these species were typical for a JFC. The radial distribution of CH3OH is consistent with an extended source of sublimation such as a population of icy grains—cometary halo ice primaries, or CHIPs—as has been invoked previously to explain hyperactivity in comets. The abundance of H2CO is normal if it is a daughter species. HNC and CO were not detected, but a sensitive nondetection of CS implies an unusually low CS:H2O ratio of <0.02%. The peak brightness of the 850 μm continuum emissions from icy coma dust particles of size ~1 mm fell from (52 ± 6) to (40 ± 3) mJy beam−1 through the week, while the size of the dust coma remained essentially constant, with dust extending to ~1000 km from the nucleus. The total mass of those particles was ~2 × 108 kg.

Ian M Coulson↗
NASA NTRS2017

Core/Combustor Noise - Research Overview

Contributions from the combustor to the overall propulsion noise of civilian transport aircraft are starting to become important due to turbofan design trends and advances in mitigation of other noise sources. Future propulsion systems for ultra-efficient commercial air vehicles are projected to be of increasingly higher bypass ratio from larger fans combined with much smaller cores, with ultra-clean burning fuel-flexible combustors. Unless effective noise-reduction strategies are developed, combustor noise is likely to become a prominent contributor to overall airport community noise in the future. This presentation gives a brief overview of the NASA outlook on pertinent issues and far-term research needs as well as current and planned research in the core/combustor-noise area. The research described herein is aligned with the NASA Ultra-Efficient Commercial Transport strategic thrust and is supported by the NASA Advanced Air Vehicle Program, Advanced Air Transport Technology Project, under the Aircraft Noise Reduction Subproject. The overarching goal of the Advanced Air Transport Technology (AATT) Project is to explore and develop technologies and concepts to revolutionize the energy efficiency and environmental compatibility of fixed wing transport aircrafts. These technological solutions are critical in reducing the impact of aviation on the environment even as this industry and the corresponding global transportation system continue to grow.

Turbomachinery Noise↗
NASA NTRS2018

Core/Combustor-Noise Update

Future propulsion systems for ultra-efficient commercial air vehicles are projected to be of increasingly higher bypass ratios resulting from larger fans combined with much smaller cores, with ultra-clean burning fuel-flexible combustors. Unless effective noise-reduction strategies are developed, combustor noise is likely to become a prominent contributor to overall airport community noise in the future. This presentation gives a brief overview of the NASA outlook on pertinent issues and far-term research needs as well as current and planned research in the core/combustor-noise area. The research described herein is aligned with the NASA Ultra-Efficient Commercial Transport strategic thrust and is supported by the NASA Advanced Air Vehicle Program, Advanced Air Transport Technology Project, under the Aircraft Noise Reduction Subproject. The overarching goal of the Advanced Air Transport Technology (AATT) Project is to explore and develop technologies and concepts to revolutionize the energy efficiency and environmental compatibility of fixed wing transport aircrafts. These technological solutions are critical in reducing the impact of aviation on the environment even as this industry and the corresponding global transportation system continue to grow.

Hultgren, Lennart S.↗
DOE OSTI2019

Search for lepton-flavour-violating decays of the $Z$ boson into a $\tau$-lepton and a light lepton with the ATLAS detector

Lepton flavour violation in the charged lepton sector is an unambiguous signal of physics beyond the Standard Model. Searches for lepton flavour violation in decays of the Z Z boson with the ATLAS detector is reported, focusing on decays into an electron or muon and a hadronically decaying \tau τ -lepton, using pp p p collisions data with a centre-of-mass energy of 13 TeV. Upper limits on the branching ratios of lepton-flavor-violating decays are set at the 95% confidence level: \mathcal{B}(Z\to e\tau) < 5.8\times10^{-5} ℬ ( Z → e τ ) < 5.8 × 10 − 5 and \mathcal{B}(Z\to \mu\tau) < 2.4\times10^{-5} ℬ ( Z → μ τ ) < 2.4 × 10 − 5 . When combined with a previous ATLAS result based on pp p p collisions data with a centre-of-mass energy of 8 TeV, an upper limit of \mathcal{B}(Z\to \mu\tau) < 1.3\times10^{-5} ℬ ( Z → μ τ ) < 1.3 × 10 − 5 is obtained.

Chan, Wing Sheung↗
NASA NTRS1996

Wind tunnel test results of a 1/8-scale fan-in-wing model

A 1/8-scale model of a fan-in-wing concept considered for development by Grumman Aerospace Corporation for the U.S. Army was tested in the Langley 14- by 22-Foot Subsonic Tunnel. Hover testing, which included height above a pressure-instrumented ground plane, angle of pitch, and angle of roll for a range of fan thrust, was conducted in a model preparation area near the tunnel. The air loads and surface pressures on the model were measured for several configurations in the model preparation area and in the tunnel. The major hover configuration change was varying the angles of the vanes attached to the exit of the fans for producing propulsive force. As the model height above the ground was decreased, there was a significant variation of thrust-removed normal force with constant fan speed. The greatest variation was generally for the height-to-fan exit diameter ratio of less than 2.5; the variation was reduced by deflecting fan exit flow outboard with the vanes. In the tunnel angles of pitch and sideslip, height above the tunnel floor, and wind speed were varied for a range of fan thrust and different vane angle configurations. Other configuration features such as flap deflections and tail incidence were evaluated as well. Though the V-tail empennage provided an increase in static longitudinal stability, the total model configuration remained unstable.

Wilson, John C.↗
DOE OSTI2026

Delving into the depths of NGC 3783 with XRISM

Using XRISM/Resolve 439 ks time-averaged spectra of the well-known Seyfert-1.5 active galactic nucleus (AGN) in NGC 3783, we investigated the nature of the Fe Kα emission line at 6.4 keV, the strongest and most common X-ray line observed in AGNs. Even the narrow component of the line is resolved with evident Fe Kα 1 (6.404 keV) and Kα 2 (6.391 keV) contributions with a 2:1 flux ratio, fully consistent with a neutral gas with negligible bulk velocity. The narrow and intermediate-width components have a full width at half maximum of 350 ± 50 km/s and 3510 ± 470 km/s, respectively, suggesting that they arise in the outer disk/torus and/or broad line region. We detect a 10% excess flux around 4–7 keV that is not described well by a symmetric Gaussian line but is consistent with a relativistically broadened emission line. In this study we took the simplest approach, modelling the asymmetric line as a single emission line (assuming neutral, He-like, or H-like iron) convolved with a relativistic disk line model. As expected, the inferred inclination angle (i) is highly sensitive to the assumed ionisation state and ranges between 17 and 44°. This model also constrains the black hole spin via the extent of the red wing: the required gravitational redshift in the fitted disk-line profile disfavours a non-spinning (Schwarzschild) black hole. The derived inner radius is close to the radius of the innermost stable circular orbit (rISCO) and is strongly correlated with the black hole spin. To better constrain the spin, we fixed the inner radius to r ISCO and derived a lower limit on the spin of a ≥ 0.29 at the 3σ confidence level. A Compton shoulder is detected in our data as well as a 2–3σ detection of the Cr Kα and Ni Kα lines.

Astronomy and AstroPhysics↗
DOE OSTI2020

James Clerk Maxwell Telescope Spectral and Continuum Imaging of Hyperactive Comet 46P/Wirtanen

The Jupiter-family comet (JFC) 46P/Wirtanen passed the Earth at a distance of 0.077 au on 2018 December 16 UT, presenting a rare opportunity to study the chemical structure of its coma. With the James Clerk Maxwell Telescope we achieved a resolution of 800 km, which is smaller than the scale lengths of some distributed cometary molecules at the comet’s heliocentric distance of 1 au. Spectroscopic observations of the J = 4 - 3 transition of HCN showed generally uniform levels of outgassing activity during the observing period, 2018 December 14–20. Gas expansion velocities were ~0.6 km s{sup -1}, and the derived average HCN production rate was 7.4 × 10{sup 24} mol s{sup -1}. HCN and CH{sub 3}OH emissions were detected at least 30" (1600 km) from the nucleus, and the abundances of these species were typical for a JFC. The radial distribution of CH{sub 3}OH is consistent with an extended source of sublimation such as a population of icy grains—cometary halo ice primaries, or CHIPs—as has been invoked previously to explain hyperactivity in comets. The abundance of H{sub 2}CO is normal if it is a daughter species. HNC and CO were not detected, but a sensitive nondetection of CS implies an unusually low CS:H{sub 2}O ratio of <0.02%. The peak brightness of the 850 μm continuum emissions from icy coma dust particles of size ~1 mm fell from (52 ± 6) to (40 ± 3) mJy beam{sup -1} through the week, while the size of the dust coma remained essentially constant, with dust extending to ~1000 km from the nucleus. The total mass of those particles was ~2 × 10{sup 8} kg.

79 ASTRONOMY AND ASTROPHYSICS↗