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Remotely-controlled variable-orifice valve used to adjust back pressure in tests of flow of air in duct. Disk with holes rotated on fixed disk with similiar holes to adjust cross sectional area available to flow. Features include compactness and reduction of perturbation. Moved easily from one flow-test facility to another.
NASA initiated a research program with the long-term objective of supporting the aerospace industry in addressing issues related to the aging of the commercial transport fleet. The program combines advanced fatigue crack growth prediction methodology with innovative nondestructive examination technology with the focus on multi-stage damage (MSD) at rivited connections. A fracture mechanics evaluation of the concept of pressure proof testing the fuselage to screen for MSD was completed. A successful laboratory demonstration of the ability of the thermal flux method to detect disbonds at rivited lap splice joints was conducted. All long-term program elements were initiated, and the plans for the methodology verification program are being coordinated with the airframe manufacturers.
The cause, or causes, for the Space Shuttle Main Engine ball wear were unknown, however, several mechanisms were suspected. Two testers were designed and built for operation in liquid oxygen to empirically gain insight into the problems and iterate solutions in a timely and cost efficient manner independent of engine testing. Schedules and test plans were developed that defined a test matrix consisting of parametric variations of loading, cooling or vapor margin, cage lubrication, material, and geometry studies. Initial test results indicated that the low pressure pump thrust bearing surface distress is a function of high axial load. Initial high pressure turbopump bearing tests produced the wear phenomenon observed in the turbopump and identified an inadequate vapor margin problem and a coolant flowrate sensitivity issue. These tests provided calibration data of analytical model predictions to give high confidence in the positive impact of future turbopump design modification for flight. Various modifications will be evaluated in these testers, since similar turbopump conditions can be produced and the benefit of the modification will be quantified in measured wear life comparisons.
The size of subcooled liquified nitrogen droplets are measured with a 5 mW He-Ne laser as a function of pressure difference (delta P) across flat spray and full cone pressure atomizing nozzles. For delta P's of 3 to 30 psid, the spray sauter mean diameter (SMD) ranged between 250 to 50 microns. The pressure range tested is representative of those expected during cryogenic fluid transfer operations in space. The droplet sizes from the flat spray nozzles were greater than those from the full cone nozzle. A power function of the form, SMD varies as delta P(exp a), describes the spray SMD as a function of the delta P very well. The values of a were -0.36 for the flat spray and -0.87 for the full cone. The reduced dependence of the flat spray SMD on the delta P was probably because of: (1) the absence of a swirler that generates turbulence within the nozzle to enhance atomization, and (2) a possible increase in shearing stress resulting from the delayed atomization due to the absence of turbulence. The nitrogen quality, up to 1.5 percent is based on isenthalpic expansion, did not have a distinct and measurable effect on the spray SMD. Both bimodal and monomodal droplet size population distributions were measured. In the bimodal distribution, the frequency of the first mode was much greater than the frequency of the second mode. Also, the frequency of the second mode was low enough such that a monomodal approximation probably would give reasonable results.
The burning rate of single droplets of n-decane in a microgravity environment of the NASA-Lewis 5 Second Zero-Gravity Facility was investigated as a function of time, together with the flame diameter/droplet diameter ratio, for a wide range of test environments other than normal air conditions, using an engineering model of the flight experiment. Oxygen mole fractions were varied from 18 to 50 percent, the total test chamber pressure was varied from 0.5 to 2 atmospheres, and the initial droplet diameter was varied from 0.98 to 2.41 mm. Measurements showed that the average burning rates for n-decane droplets exhibited the same qualitative trends as are found in two current models. Temporal analysis of the local burning rates showed variable rates of change in local burning as the droplet combustion progressed. The causes and implications of these findings are discussed.
The size of subcooled liquified nitrogen droplets are measured with a 5 mW He-Ne laser as a function of pressure difference (delta P) across flat spray and full cone pressure atomizing nozzles. For delta P's of 3 to 30 psid, the spray sauter mean diameter (SMD) ranged between 250 to 50 microns. The pressure range tested is representative of those expected during cryogenic fluid transfer operations in space. The droplet sizes from the flat spray nozzles were greater than those from the full cone nozzle. A power function of the form, SMD varies as delta P(exp a), describes the spray SMD as a function of the delta P very well. The values of a were -0.36 for the flat spray and -0.87 for the full cone. The reduced dependence of the flat spray SMD on the delta P was probably because of: (1) the absence of a swirler that generates a turbulence within the nozzle to enhance atomization, and (2) a possible increase in shearing stress resulting from the delayed atomization due to the absence of turbulence. The nitrogen quality, up to 1.5 percent is based on isenthalpic expansion, did not have a distinct and measurable effect on the spray SMD. Both bimodal and monomodal droplet size population distributions were measured. In the bimodal distribution, the frequency of the first mode was much greater than the frequency of the second mode. Also, the frequency of the second mode was low enough such that a monomodal approximation probably would give reasonable results.
Models of four delta wings were built and tested in the 8 x 8 ft Transonic Wind Tunnel at LaRC. The wings are identical in planform shape with a swept-back angle of 65 degrees, but bear different leading edge profiles. The models were tested under pressurized and cryogenic conditions to simulate true flight Reynolds numbers. Data on the aerodynamic forces and pressure distributions at various locations on the wings were taken at various flight Mach numbers and angles of attack. Effects of high Reynolds number and leading edge radius on the aerodynamic characteristics of the wings are being accessed. To thoroughly understand the turbulent, vortical flow around the wings, an effort to perform computational aerodynamic analysis is being made. The objective of the analysis is to supplement and validate the experimental data and explain the high Reynolds number and leading edge effects. GRIDGEN, a software developed by General Dynamics, is being used to generate the grid topology for the flow field around the wings. The flow solver to be used is CFL3D, a computation fluid dynamics code developed at LaRC. Based on the geometric description of the wings, a FORTRAN program called WINGSURF was written to generate the databases defining the surface geometry of the wings. To match the true geometry of the models in the wind tunnel for realistic comparison with experimental results, databases defining the sting support for the wing models were also created by two other FORTRAN programs, STINJOIN and STINREAR. Listing of the programs are attached and the geometry of a typical wing model with the sting support is shown. Other aspects of the investigation are discussed.
The topics are presented in viewgraph form and include: (1) a problem statement; (2) the rapid pressure models tested (both linear and nonlinear); (3) the computational problem; and (4) shortcomings and future work.
An investigation was conducted in the Langley 16-Foot Transonic Tunnel to determine the effects of varying six nozzle geometric parameters on the internal and aeropropulsive performance characteristics of single-expansion-ramp nozzles. This investigation was conducted at Mach numbers from 0.60 to 1.20, nozzle pressure ratios from 1.5 to 12, and angles of attack of 0 deg +/- 6 deg. Maximum aeropropulsive performance at a particular Mach number was highly dependent on the operating nozzle pressure ratio. For example, as the nozzle upper ramp length or angle increased, some nozzles had higher performance at a Mach number of 0.90 because of the nozzle design pressure was the same as the operating pressure ratio. Thus, selection of the various nozzle geometric parameters should be based on the mission requirements of the aircraft. A combination of large upper ramp and large lower flap boattail angles produced greater nozzle drag coefficients at Mach number greater than 0.80, primarily from shock-induced separation on the lower flap of the nozzle. A static conditions, the convergent nozzle had high and nearly constant values of resultant thrust ratio over the entire range of nozzle pressure ratios tested. However, these nozzles had much lower aeropropulsive performance than the convergent-divergent nozzle at Mach number greater than 0.60.
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The standard evolution of a 1-solar-mass star from the zero-age main sequence to the helium flash is discussed. Two areas of solar-stellar research are examined which are presently in a state of rapid development: the theory of solar and stellar nonradial acoustic (p-mode) oscillations, which can be used to test the pressure stratification in the stellar interior; and the theory of the evolution of rotating stars, which predicts the evolution of surface rotational velocities and the mixing of chemical elements to the surface. Oscillations and rotation are closely interrelated because each individual p-mode is also split in frequency by internal rotation in the region through which it propagates. Observations of p-mode splittings can provide information on the state of rotation of the solar and stellar interiors.
The topics are presented in viewgraph form and include the following: particle bed reactor (PBR) core cross section; PBR bleed cycle; fuel and moderator flow paths; PBR modeling requirements; characteristics of PBR and nuclear thermal propulsion (NTP) modeling; challenges for PBR and NTP modeling; thermal hydraulic computer codes; capabilities for PBR/reactor application; thermal/hydralic codes; limitations; physical correlations; comparison of predicted friction factor and experimental data; frit pressure drop testing; cold frit mask factor; decay heat flow rate; startup transient simulation; and philosophy of systems modeling.
NASA has initiated a research program with the long-term objective of supporting the aerospace industry in addressing issues related to the aging commercial transport fleet. The interdisciplinary program combines advanced fatigue crack growth prediction methodology with innovative nondestructive examination technology with the focus on multi-site damage (MSD) at riveted connections. A fracture mechanics evaluation of the concept of pressure proof testing the fuselage to screen for MSD has been completed. Also, a successful laboratory demonstration of the ability of the thermal flux method to detect disbonds at riveted lap splice joints has been conducted. All long-term program elements have been initiated and the plans for the methodology verification program are being coordinated with the airframe manufacturers.
This note presents the results obtained in pressure distribution tests on the right upper wing panel and tip of a Douglas M-3 airplane in flight. These tests are a part of a more extensive investigation of the effect of changes in tip shape on the load distribution, the tip reported herein being the first of a series of tip shapes being tested. The results are given in tables and curves in such form that the load distribution for any conditions may be determined easily. Tests were made at Langley Field by the NACA in the spring of 1930.
This note presents the results obtained in pressure distribution tests on the right upper panel of a Douglas M-3 airplane in flight. These tests are a part of an extensive investigation on the effect of changes in tip shape on the load distribution.
This note presents the results of flight pressure distribution tests on the right upper wing panel of a Douglas M-3 airplane equipped with a semicircular wing tip. The results are given in tables and curves in such form that the load distribution for any force coefficient within the usual range encountered in flight may easily be determined.
This note presents the results of flight pressure distribution tests on the right upper wing panel of a Douglas M-3 airplane equipped in turn with a standard Navy elliptical tip and a tip having the same plan form but modified in its front elevation from the swept-up aspect of the standard tip to a symmetrical aspect. The results are given in such form that the load distribution for any normal-force coefficient within the usual range encountered in flight may easily be determined. The results indicate that the modification in front elevation of the tip had no appreciable effect on the load distribution.
This note presents the results of flight pressure-distribution tests on the right upper wing panel of a Douglas M-3 airplane equipped with an elliptical tip of length equal to the wing chord. The results are given in such form that the load distribution for any normal-force coefficient within the usual range encountered in flight may easily be determined.