Variation of Peak Pitching-Moment Coefficients for Six Airfoils as Affected by Compressibility
Explore the source record for details and available documents.
AIRFOILS - NACA 16-509 - CHAR & MOMENTS - PROPELLE↗
SEARCH · Search NASA
Results for “Propellant testing”
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.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Modeling and Validation of a Propellant Mixer for Controller Design
A mixing chamber used in rocket engine testing at the NASA Stennis Space Center is modelled by a system of two nonlinear ordinary differential equations. The mixer is used to condition the thermodynamic properties of cryogenic liquid propellant by controlled injection of the same substance in the gaseous phase. The three inputs of the mixer are the positions of the valves regulating the liquid and gas flows at the inlets, and the position of the exit valve regulating the flow of conditioned propellant. Mixer operation during a test requires the regulation of its internal pressure, exit mass flow, and exit temperature. A mathematical model is developed to facilitate subsequent controller designs. The model must be simple enough to lend itself to subsequent feedback controller design, yet its accuracy must be tested against real data. For this reason, the model includes function calls to thermodynamic property data. Some structural properties of the resulting model that pertain to controller design, such as uniqueness of the equilibrium point, feedback linearizability and local stability are shown to hold under conditions having direct physical interpretation. The existence of fixed valve positions that attain a desired operating condition is also shown. Validation of the model against real data is likewise provided.
Richter, Hanz↗
Free-Flight Tests of 0.11-Scale North American F-100 Airplane Wings to Investigate the Possibility of Flutter in Transonic Speed Range at Varying Angles of Attack
Free-flight tests in the transonic speed range utilizing rocketpropelled models have been made on three pairs of 0.11-scale North American F-100 airplane wings having an aspect ratio of 3.47, a taper ratio of 0.308, 45 degree sweepback at the quarter-chord line, and thickness ratios of 31 and 5 percent to investigate the possibility of flutte r. Data from tests of two other rocket-propelled models which accidentally fluttered during a drag investigation of the North American F-100 airplane are also presented. The first set of wings (5 percent thick) was tested on a model which was disturbed in pitch by a moving tail and reached a maximum Mach number of 0.85. The wings encountered mild oscillations near the first - bending frequency at high lift coefficients. The second set of wings 9 percent thick was tested up to a maximum Mach number of 0.95 at (2) angles of attack provided by small rocket motors installed in the nose of the model. No oscillations resembling flutter were encountered during the coasting flight between separation from the booster and sustainer firing (Mach numbers from 0.86 to 0.82) or during the sustainer firing at accelerations of about 8g up to the maximum Mach number of the test (0.95). The third set of wings was similar to the first set and was tested up to a maximum Mach number of 1.24. A mild flutter at frequencies near the first-bending frequency of the wings was encountered between a Mach number of 1.15 and a Mach number of 1.06 during both accelerating and coasting flight. The two drag models, which were 0.ll-scale models of the North American F-100 airplane configuration, reached a maximum Mach number of 1.77. The wings of these models had bending and torsional frequencies which were 40 and 89 percent, respectively, of the calculated scaled frequencies of the full-scale 7-percent-thick wing. Both models experienced flutter of the same type as that experienced-by the third set of wings.
O'Kelly, Burke R.↗
Liquid Hydrogen Tank Chill and No-Vent Fill Prediction using Computational Fluid Dynamics
Cryogenic tank chill and fill is an important cryogenic fluid management (CFM) technology that supports and enables many of NASA’s long-duration space missions. For no-vent fill, the receiver tank pressure remains below the supply tank pressure during the entire duration of the fill so that the tank does not require venting. This is especially advantageous for tank fill operations in low gravity where the position of the liquid is not always known and venting the tank may cause loss of propellant by venting liquid. In lieu of expensive tests conducted on-orbit, accurate computational models capable of predicting receiver tank pressure during cryogenic propellant tank fill may be used to reduce system and propellant mass as well as mission risk. However, these numerical models must be validated or anchored to test data. This study presents a computational fluid dynamics (CFD) model with conjugate heat transfer that is used to predict a liquid hydrogen tank chill and no-vent fill ground test conducted at Lewis Research Center (now Glenn Research Center) in 1991. The specific test case chosen for model validation implemented an upward-facing jet near the bottom of a cylindrical 34 liter tank. CFD predictions are compared to experimental measurements of tank pressure, fill level, fluid temperatures, and wall temperatures. The CFD results show reasonable agreement to the test data but overpredict the pressure collapse near the end of the fill despite the liquid jet penetrating the liquid-vapor interface. Several sensitivity studies are considered due to notable uncertainties in the experiment.
Computational Fluid Dynamics↗
Liquid Hydrogen Tank Chill and No-Vent Fill Prediction Using Computational Fluid Dynamics
Cryogenic tank chill and fill is an important cryogenic fluid management (CFM) technology that supports and enables many of NASA’s long-duration space missions. For no-vent fill, the receiver tank pressure remains below the supply tank pressure during the entire duration of the fill so that the tank does not require venting. This is especially advantageous for tank fill operations in low gravity where the position of the liquid is not always known and venting the tank may cause loss of propellant by venting liquid. In lieu of expensive tests conducted on-orbit, accurate computational models capable of predicting receiver tank pressure during cryogenic propellant tank fill may be used to reduce system and propellant mass as well as mission risk. However, these numerical models must be validated or anchored to test data. This study presents a computational fluid dynamics (CFD) model with conjugate heat transfer that is used to predict a liquid hydrogen tank chill and no-vent fill ground test conducted at Lewis Research Center (now Glenn Research Center) in 1991. The specific test case chosen for model validation implemented an upward-facing jet near the bottom of a cylindrical 34 liter tank. CFD predictions are compared to experimental measurements of tank pressure, fill level, fluid temperatures, and wall temperatures. The CFD results show reasonable agreement to the test data but overpredict the pressure collapse near the end of the fill despite the liquid jet penetrating the liquid-vapor interface. Several sensitivity studies are considered due to notable uncertainties in the experiment.
Computational Fluid Dynamics↗
Liquid Hydrogen Tank Chill and No-Vent Fill Prediction using Computational Fluid Dynamics
Cryogenic tank chill and fill is an important cryogenic fluid management technology that supports and enables many of NASA’s long-duration space missions. For no-vent fill, the receiver tank pressure remains below the supply tank pressure during the entire duration of the fill so that the tank does not require venting. This is especially advantageous for tank fill operations in low gravity where the position of the liquid is not always known and venting the tank may cause loss of propellant by venting liquid. In lieu of expensive tests conducted on-orbit, accurate computational models capable of predicting receiver tank pressure during cryogenic propellant tank fill may be used to reduce system and propellant mass as well as mission risk. However, these numerical models must be validated or anchored to test data. This study presents computational fluid dynamics (CFD) models with conjugate heat transfer that are used to predict a liquid hydrogen tank chill and no-vent fill ground test conducted at Lewis Research Center (now Glenn Research Center) in 1991. The specific test case chosen for model validation implemented an upward-facing jet near the bottom of a cylindrical 34-liter tank. CFD predictions are compared to experimental measurements of tank pressure, fill level, and wall temperature. The CFD results show reasonable agreement to the test data but overpredict the pressure collapse near the end of the fill despite the liquid jet penetrating the liquid-vapor interface.
Computational Fluid Dynamics↗
Computational Predictions of the Performance Wright 'Bent End' Propellers
Computational analysis of two 1911 Wright brothers 'Bent End' wooden propeller reproductions have been performed and compared with experimental test results from the Langley Full Scale Wind Tunnel. The purpose of the analysis was to check the consistency of the experimental results and to validate the reliability of the tests. This report is one part of the project on the propeller performance research of the Wright 'Bent End' propellers, intend to document the Wright brothers' pioneering propeller design contributions. Two computer codes were used in the computational predictions. The FLO-MG Navier-Stokes code is a CFD (Computational Fluid Dynamics) code based on the Navier-Stokes Equations. It is mainly used to compute the lift coefficient and the drag coefficient at specified angles of attack at different radii. Those calculated data are the intermediate results of the computation and a part of the necessary input for the Propeller Design Analysis Code (based on Adkins and Libeck method), which is a propeller design code used to compute the propeller thrust coefficient, the propeller power coefficient and the propeller propulsive efficiency.
Wang, Xiang-Yu↗
Hydrazine monopropellant reciprocating engine development
A hydrazine fueled piston engine for providing 11.2 kW was developed to satisfy the need for an efficient power supply in the range from 3.7 to 74.6 kW where existing nonair-breathing power supplies such as fuel cells or turbines are inappropriate. The engine was developed for an aircraft to fly to 21.3 km and above and cruise for extended periods. A remotely piloted aircraft and the associated flight control techniques for this application were designed. The engine is geared down internally (2:1) to accommodate a 1.8 m diameter propeller. An alternator is included to provide electrical power. The pusher-type engine is mounted onto the aft closure of the fuel tank, which also provides mounting for all other propulsion equipment. About 20 hrs of run time demonstrated good efficiency and adequate life. One flight test to 6.1 km was made using the engine with a small fixed-pitch four-bladed propeller. The test was successful in demonstrating operational characteristics and future potential.
Akkerman, J. W.↗
Propeller tone bursts
Intense high frequency (25-38 kHz) tone bursts have been observed in acoustic tests of a scale model of a general aviation propeller. The amplitude of the tone burst is approximately equal to the amplitude of the propeller noise signature. The conditions necessary for the production of these tone bursts are described. The experiments indicate that the origin of these bursts is a periodic flow oscillation on the suction surface of the propeller blade tips which may be due to the interaction between an oscillating shock wave and a laminar boundary layer.
Succi, G. P.↗
PERFORMANCE AND SOME DESIGN ASPECTS OF THE FOUR-STAGE SOLIDPROPELLANT ROCKET VEHICLE USED IN THE RAM A1 FLIGHT TEST
Radio-attenuation measurement /ram a1/ test, four- stage solid-propellant rocket vehicle - performance and design
RADIO ATTENUATION↗
Bipropellant and quadredundant valves, volume 1 Final report
Performance tests on bipropellant and quadredundant propellant valves for rocket engines
Source record↗
The Applications Technology Satellite apogee rocket motor - A summary report
Design, testing, and development of solid propellant rocket engine for orbital transfer of Applications Technology Satellite
Anderson, R. G.↗
Development of a biowaste resistojet
Concentric tube resistojet life tested on hydrogen and ammonia propellants for use with biowaste propellants
Halbach, C. R.↗
Advanced injector concepts investigation Final report
Liquid propellant rocket engine throttling injector design based on exhaust gas counter flow and heat transfer for inflowing propellant vaporization and combustion stability tests
Source record↗
The design, construction, and operation of Purdue University's new Combustion Research Laboratory
Combustion research laboratory at Purdue University consisting of buildings, housing test cells, data acquisition system, propellant storage and instrument service area
Ehresman, C. M.↗
Development of a biowaste resistojet
Concentric tube resistojet tested on hydrogen and ammonia propellants for use with biowaste propellants
Halbach, C. R.↗
Potassium permanganate for mercury vapor environmental control
Potassium permanganate (KMnO4) was evaluated for application in removing mercury vapor from exhaust air systems. The KMnO4 may be used in water solution with a liquid spray scrubber system or as a solid adsorber bed material when impregnated onto a zeolite. Air samples contaminated with as much as 112 mg/cu m of mercury were scrubbed to 0.06mg/cum with the KMnO4-impregnated zeolite (molecular sieve material). The water spray solution of permanganate was also found to be as effective as the impregnated zeolite. The KMnO4-impregnated zeolite was applied as a solid adsorber material to (1) a hardware decontamination system, (2) a model incinerator, and (3) a high vacuum chamber for ion engine testing with mercury as the propellant. A liquid scrubber system was also applied in an incinerator system. Based on the results of these experiments, it is concluded that the use of KMnO4 can be an effective method for controlling noxious mercury vapor.
Kuivinen, D. E.↗
A systems approach of the nondestructive evaluation techniques applied to Scout solid rocket motors.
Review and appraisal of the status of the nondestructive tests applied to Scout solid-propellant rocket motors, using analytical techniques to evaluate radiography for detecting internal discontinuities such as voids and unbonds. Information relating to selecting, performing, controlling, and evaluating the results of NDE tests was reduced to a common simplified format. With these data and the results of the analytical studies performed, it was possible to make the basic appraisals of the ability of a test to meet all pertinent acceptance criteria and, where necessary, provide suggestions to improve the situation.
Oaks, A. E.↗