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NASA NTRS2009

Assessment of Soft Vane and Metal Foam Engine Noise Reduction Concepts

Two innovative fan-noise reduction concepts developed by NASA are presented - soft vanes and over-the-rotor metal foam liners. Design methodologies are described for each concept. Soft vanes are outlet guide vanes with internal, resonant chambers that communicate with the exterior aeroacoustic environment via a porous surface. They provide acoustic absorption via viscous losses generated by interaction of unsteady flows with the internal solid structure. Over-the-rotor metal foam liners installed at or near the fan rotor axial plane provide rotor noise absorption. Both concepts also provide pressure-release surfaces that potentially inhibit noise generation. Several configurations for both concepts are evaluated with a normal incidence tube, and the results are used to guide designs for implementation in two NASA fan rigs. For soft vanes, approximately 1 to 2 dB of broadband inlet and aft-radiated fan noise reduction is achieved. For over-the-rotor metal foam liners, up to 3 dB of fan noise reduction is measured in the low-speed fan rig, but minimal reduction is measured in the high-speed fan rig. These metal foam liner results are compared with a static engine test, in which inlet sound power level reductions up to 5 dB were measured. Brief plans for further development are also provided.

Jones, Michael G.↗

NASA NTRS2010

Fluidic Injection for Jet Noise Reduction

Investigations into fluidic injection for jet noise reduction began over 50 years ago. Studies have included water and air injection for the reduction of noise in scale model jets and jet engines and water injection for the reduction of excess overpressures on the Space Shuttle at lift-off. Injection systems have included high pressure microjets as well as larger scale injectors operating at pressures that can be achieved in real jet engines. An historical perspective highlighting noise reduction potential is presented for injection concepts investigated over the last 50 years. Results from recent investigations conducted at NASA are presented for supersonic and subsonic dual-stream jets. The noise reduction benefits achieved through fluidic contouring using an azimuthally controlled nozzle will be discussed.

Henderson, Brenda↗

NASA NTRS2015

Update on Risk Reduction Activities for a Liquid Advanced Booster for NASA's Space Launch System

The stated goals of NASA's Research Announcement for the Space Launch System (SLS) Advanced Booster Engineering Demonstration and/or Risk Reduction (ABEDRR) are to reduce risks leading to an affordable Advanced Booster that meets the evolved capabilities of SLS; and enable competition by mitigating targeted Advanced Booster risks to enhance SLS affordability. Dynetics, Inc. and Aerojet Rocketdyne (AR) formed a team to offer a wide-ranging set of risk reduction activities and full-scale, system-level demonstrations that support NASA's ABEDRR goals. For NASA's SLS ABEDRR procurement, Dynetics and AR formed a team to offer a series of full-scale risk mitigation hardware demonstrations for an affordable booster approach that meets the evolved capabilities of the SLS. To establish a basis for the risk reduction activities, the Dynetics Team developed a booster design that takes advantage of the flight-proven Apollo-Saturn F-1. Using NASA's vehicle assumptions for the SLS Block 2, a two-engine, F-1-based booster design delivers 150 mT (331 klbm) payload to LEO, 20 mT (44 klbm) above NASA's requirements. This enables a low-cost, robust approach to structural design. During the ABEDRR effort, the Dynetics Team has modified proven Apollo-Saturn components and subsystems to improve affordability and reliability (e.g., reduce parts counts, touch labor, or use lower cost manufacturing processes and materials). The team has built hardware to validate production costs and completed tests to demonstrate it can meet performance requirements. State-of-the-art manufacturing and processing techniques have been applied to the heritage F-1, resulting in a low recurring cost engine while retaining the benefits of Apollo-era experience. NASA test facilities have been used to perform low-cost risk-reduction engine testing. In early 2014, NASA and the Dynetics Team agreed to move additional large liquid oxygen/kerosene engine work under Dynetics' ABEDRR contract. Also led by AR, the objectives of this work are to demonstrate combustion stability and measure performance of a 500,000 lbf class Oxidizer-Rich Staged Combustion (ORSC) cycle main injector. A trade study was completed to investigate the feasibility, cost effectiveness, and technical maturity of a domestically produced Atlas V engine that could also potentially satisfy NASA SLS payload-to-orbit requirements via an advanced booster application. Engine physical dimensions and performance parameters resulting from this study provide the system level requirements for the ORSC risk reduction test article. The test article is scheduled to complete critical design review this fall and begin testing in 2017. Dynetics has also designed, developed, and built innovative tank and structure assemblies using friction stir welding to leverage recent NASA investments in manufacturing tools, facilities, and processes, significantly reducing development and recurring costs. The full-scale cryotank assembly was used to verify the structural design and prove affordable processes. Dynetics performed hydrostatic and cryothermal proof tests on the assembly to verify the assembly meets performance requirements. This paper will discuss the ABEDRR engine task and structures task achievements to date and the remaining effort through the end of the contract.

Crocker, Andrew M.↗

NASA NTRS2016

Climate and Health Impacts of US Emissions Reductions Consistent with 2 C

An emissions trajectory for the US consistent with 2 C warming would require marked societal changes, making it crucial to understand the associated benefits. Previous studies have examined technological potentials and implementation costs and public health benefits have been quantified for less-aggressive potential emissions-reduction policies, but researchers have not yet fully explored the multiple benefits of reductions consistent with 2 C. We examine the impacts of such highly ambitious scenarios for clean energy and vehicles. US transportation emissions reductions avoid approx.0.03 C global warming in 2030 (0.15 C in 2100), whereas energy emissions reductions avoid approx.0.05-0.07 C 2030 warming (approx.0.25 C in 2100). Nationally, however, clean energy policies produce climate disbenefits including warmer summers (although these would be eliminated by the remote effects of similar policies if they were undertaken elsewhere). The policies also greatly reduce damaging ambient particulate matter and ozone. By 2030, clean energy policies could prevent approx.175,000 premature deaths, with approx.22,000 (11,000-96,000; 95% confidence) fewer annually thereafter, whereas clean transportation could prevent approx.120,000 premature deaths and approx.14,000 (9,000-52,000) annually thereafter. Near-term national benefits are valued at approx.US$250 billion (140 billion to 1,050billion) per year, which is likely to exceed implementation costs. Including longer-term, worldwide climate impacts, benefits roughly quintuple, becoming approx.5-10 times larger than estimated implementation costs. Achieving the benefits, however, would require both larger and broader emissions reductions than those in current legislation or regulations.

policies↗

NASA NTRS2012

Aeroelastic Modeling of Elastically Shaped Aircraft Concept via Wing Shaping Control for Drag Reduction

Lightweight aircraft design has received a considerable attention in recent years as a means for improving cruise efficiency. Reducing aircraft weight results in lower lift requirements which directly translate into lower drag, hence reduced engine thrust requirements during cruise. The use of lightweight materials such as advanced composite materials has been adopted by airframe manufacturers in current and future aircraft. Modern lightweight materials can provide less structural rigidity while maintaining load-carrying capacity. As structural flexibility increases, aeroelastic interactions with aerodynamic forces and moments become an increasingly important consideration in aircraft design and aerodynamic performance. Furthermore, aeroelastic interactions with flight dynamics can result in issues with vehicle stability and control. Abstract This paper describes a recent aeroelastic modeling effort for an elastically shaped aircraft concept (ESAC). The aircraft model is based on the rigid-body generic transport model (GTM) originally developed at NASA Langley Research Center. The ESAC distinguishes itself from the GTM in that it is equipped with highly flexible wing structures as a weight reduction design feature. More significantly, the wings are outfitted with a novel control effector concept called variable camber continuous trailing edge (VCCTE) flap system for active control of wing aeroelastic deflections to optimize the local angle of attack of wing sections for improved aerodynamic efficiency through cruise drag reduction and lift enhancement during take-off and landing. The VCCTE flap is a multi-functional and aerodynamically efficient device capable of achieving high lift-to-drag ratios. The flap system is comprised of three chordwise segments that form the variable camber feature of the flap and multiple spanwise segments that form a piecewise continuous trailing edge. By configuring the flap camber and trailing edge shape, drag reduction could be achieved. Moreover, some parts of the flap system can be made to have a high frequency response for roll control, gust load alleviation, and aeroservoelastic (ASE) modal suppression control. Abstract The aeroelastic model of the ESAC is based on one-dimensional structural dynamic theory that captures the aeroelastic deformation of a wing structure in a combined motion that involves flapwise bending, chordwise bending, and torsion. The model includes the effect of aircraft propulsion due to wing flexibility which causes the propulsive forces and moments to couple with the wing elastic motion. Engine mass is also accounted in the model. A fuel management model is developed to describe the wing mass change due to fuel usage in the main tank and wing tanks during cruise. Abstract The model computes both static and dynamic responses of the wing structures. The static aeroelastic deflections are used to estimate the effect of wing flexibility on induced drag and the potential drag reduction by the VCCTE flap system. A flutter analysis is conducted to estimate the flutter speed boundary. Gust load alleviation via adaptive control has been recently investigated to address flexibility of aircraft structures. A multi-objective flight control approach is presented for drag reduction control. The approach is based on an optimal control framework using a multi-objective cost function. Future studies will demonstrate the potential benefits of the approach.

Aeroelasticity↗

NASA NTRS2018

Flight and Ground Operations in Support of Airframe Noise Reduction Tests

The National Aeronautics and Space Administration (NASA) Acoustic Research Measurements (ARM) project was established to evaluate via flight tests the noise reduction benefits of the Adaptive Compliant Trailing Edge (ACTE) technology along with various main landing gear noise reduction concepts. The ACTE replaces the original Fowler flaps on the NASA SubsoniC Research Aircraft Testbed (SCRAT), thus creating a seamless trailing edge that provides significant noise abatement benefits. The various main landing gear noise reduction concepts are grouped under the LAnding Gear noisE Reduction (LAGER) task and consist of fairings placed on the main landing gear along with two separate treatments applied to the main landing gear wheel well cavities. This paper discusses the tasks necessary to prepare each of these technologies for the ARM flights. The LAGER hardware was taken from model-scale concepts tested in wind tunnels to flight hardware, which had to be cleared as airworthy for the ARM flights. The ACTE flaps were initially intended to be removed from the SCRAT prior to the start of the ARM project. Retaining the ACTE flaps on the aircraft for a longer period of time to support the ARM flights resulted in additional inspections and considerations since the ACTE flaps were flown longer and at certain flight conditions for longer periods of time than initially analyzed. The flight and ground operations required for the ARM tests required extensive coordination among multiple groups and organizations in order to be successful. This paper provides an overview of the hardware development, ground operations, and flight operations which went into acquiring the desired acoustic measurements. In general, the flights were successful and demonstrated the noise reduction benefits of the ACTE flaps, the LAGER gear fairings, and the LAGER gear cavity treatments.

ground operations↗

NASA NTRS2018

Connecting Regional Aerosol Emissions Reductions to Local and Remote Precipitation Responses

The unintended climatic implications of aerosol and precursor emission reductions implemented to protect public health are poorly understood. We investigate the precipitation response to regional changes in aerosol emissions using three coupled chemistry-climate models: NOAA Geophysical Fluid Dynamics Laboratory Coupled Model 3 (GFDL-CM3), NCAR Community Earth System Model (CESM1), and NASA Goddard Institute for Space Studies ModelE2 (GISS-E2). Our approach contrasts a long present-day control simulation from each model (up to 400 years with perpetual year 2000 or 2005 emissions) with 14 individual aerosol emissions perturbation simulations (160-240 years each). We perturb emissions of sulfur dioxide and/or carbonaceous aerosol within six world regions and assess the significance of precipitation responses relative to internal variability determined by the control simulation and across the models. Global and regional precipitation mostly increases when we reduce regional aerosol emissions in the models, with the strongest responses occurring for sulfur dioxide emissions reductions from Europe and the United States. Precipitation responses to aerosol emissions reductions are largest in the tropics and project onto the El Nino Southern Oscillation (ENSO). Regressing precipitation onto an Indo-Pacific zonal sea level pressure gradient index (a proxy for ENSO) indicates that the ENSO component of the precipitation response to regional aerosol removal can be as large as 20% of the total simulated response. Precipitation increases in the Sahel in response to aerosol reductions in remote regions because an anomalous interhemispheric temperature gradient alters the position of the Intertropical Convergence Zone (ITCZ). This mechanism holds across multiple aerosol reduction simulations and models.

Westervelt, Daniel M.↗

NASA NTRS2018

Simulations of a Full-Scale Aircraft with Installed Airframe Noise Reduction Technologies

Computational results are presented for a high-fidelity, full-scale, full-span Gulfstream G-III aircraft model equipped with flap and main landing gear (MLG) noise reduction technologies. The simulations, which were conducted in support of a NASA airframe noise flight test campaign of the same technologies, use the lattice Boltzmann solver PowerFLOW® to capture time-accurate flow data with sound propagation to the far field accomplished using a Ffowcs-Williams and Hawkings (FWH) acoustic analogy approach. The aerodynamic and aeroacoustic behavior of the aircraft were investigated in the approach configuration with combinations of flap and landing gear deployments. The simulated flap concept is an Adaptive Compliant Trailing Edge (ACTE) flap that replaces the Fowler flap system on the G-III aircraft. The simulated MLG noise reduction concept is comprised of porous fairings and a collection of other smaller fairings fitted around the flow-facing components. Using the Fowler flap results as a reference, comparisons are presented on the noise reduction effectiveness of the ACTE flap system. Investigations were made on the effects of using the porous fairings and ACTE flap as noise reduction concepts in tandem. The ACTE flap was found to reduce the total airframe noise level at all flap deflection angles when compared to the Fowler flap equipped model. As anticipated, a reduction in aerodynamic performance was also found when the ACTE flap system was used. The MLG fairings were shown to further reduce the total airframe noise level of the G-III.

Ferris, Ryan J.↗

NASA NTRS2019

An Investigation of a Mixer-Ejector Nozzle for Jet Noise Reduction

An experimental study is conducted assessing the performance of an ejector together with an 8:1 aspect ratio rectangular nozzle with the eventual goal of noise reduction for jet engines. Wall static pressure and Pitot probe surveys are conducted to evaluate the performance of the ejector, and sound pressure level measurements are made to assess the impact on noise radiation. It is found that addition of vortex generating tabs at the lip of the nozzle causes large increases in secondary flow entrainment. The baseline ejector (without tabs) often encounters flow resonance with accompanying tones. The tabs have the additional benefit of eliminating those tones. In most cases tried so far, pockets of high-speed fluid remain unmixed. Since jet noise scales as velocity to the eighth power, such ‘hot spots’ defeat the noise reduction goal. In some cases, there is a reduction in noise amplitudes in the mid-frequency range (5-30 kHz), however, an increase occurs on the low frequency end apparently due to flow unsteadiness. This together with a high frequency noise increase caused by the tabs results in minimal reductions in the overall sound pressure level. The focus of ongoing and future efforts is to achieve sufficient mixing and desirable noise reduction while keeping the hard-ware short and lightweight.

Zaman, K. B. M. Q.↗

NASA NTRSDate not supplied

Alternate Methods of Model Reduction to Avoid Dynamic Modal Truncation Error

Loads analysis is traditionally performed using dynamically reduced models, which provides the benefit to reduce run time. If the reduced model frequency cutoff is not chosen appropriately, the model will lack the dynamic content required to fully represent the response of the non-reduced model. Standard guidance for reduced model frequency content, provided in NASA-STD-5002, is to solve fixed base modes up to a minimum of 1.5x the model frequency content of interest and to employ static modal truncation methods such as residual vectors, the mode acceleration method, and the residual flexibility method to account for the truncated flexibility of the missing modes. Fixed base modes require the selection of a set of degrees of freedom to be constrained which, if not properly selected, may affect the accuracy of the reduced model by excluding some of the dynamic characteristic of the full model. In this case, the standard NASA guidance would be insufficient, but it may not be readily apparent that a portion of the reduced model response is missing. This error was encountered during an independent verification and validation (IV&V) effort, where it was observed that the resulting dynamic response was lower than the inline analysis. In this specific case, despite following the standard NASA model reduction guidelines in the selection of the frequency cutoff, the inline model still did not fully capture the necessary dynamic content. As part of the IV&V, an alternate reduction methodology was employed using an unconstrained mode acceleration method. The original model initially performed a constrained reduction to twice the frequency content of interest before doing a free-free run, employing the mode acceleration method to account for the truncated modes. In contrast in the IV&V, the unconstrained model reduced directly to the needed frequency content of the free-free run, avoiding any interactions between constraints and dynamic content. To verify the model, the original reduction methodology was used to generate a series of Hurty-Craig-Bampton reductions, each with a higher frequency cutoff than the previous. The results were shown to converge once the frequency cutoff increased past eight times the frequency content of interest. At the same frequency cutoff, the results of the Hurty-Craig-Bampton model converged with the results of the unconstrained mode acceleration model. This comparative study provided confidence that the results of the unconstrained modal acceleration reduced model were correct and that the Hurty-Craig-Bampton needed to increase its frequency cutoff to fully capture the dynamic response.

Erin Simmons↗

NASA NTRSDate not supplied

Alternate Methods of Model Reduction to Avoid Dynamic Modal Truncation Error

Erin Simmons↗

NASA NTRS2013

Evaluation of Contrail Reduction Strategies Based on Environmental and Operational Costs

This paper evaluates a set of contrail reduction strategies based on environmental and operational costs. A linear climate model was first used to convert climate effects of carbon dioxide emissions and aircraft contrails to changes in Absolute Global Temperature Potential, a metric that measures the mean surface temperature change due to aircraft emissions and persistent contrail formations. The concept of social cost of carbon and the carbon auction price from recent California's cap-and-trade system were then used to relate the carbon dioxide emissions and contrail formations to an environmental cost index. The strategy for contrail reduction is based on minimizing contrail formations by altering the aircraft's cruising altitude. The strategy uses a user-defined factor to trade off between contrail reduction and additional fuel burn and carbon dioxide emissions. A higher value of tradeoff factor results in more contrail reduction but also more fuel burn and carbon emissions. The strategy is considered favorable when the net environmental cost benefit exceeds the operational cost. The results show how the net environmental benefit varies with different decision-making time-horizon and different carbon cost. The cost models provide a guidance to select the trade-off factor that will result in the most net environmental benefit.

social cost of carbon↗

NASA NTRS2014

Catalytic Tar Reduction for Assistance in Thermal Conversion of Space Waste for Energy Production

The Trash to Gas (TtG) project investigates technologies for converting waste generated during spaceflight into various resources. One of these technologies was gasification, which employed a downdraft reactor designed and manufactured at NASA's Kennedy Space Center (KSC) for the conversion of simulated space trash to carbon dioxide. The carbon dioxide would then be converted to methane for propulsion and water for life support systems. A minor byproduct of gasification includes large hydrocarbons, also known as tars. Tars are unwanted byproducts that add contamination to the product stream, clog the reactor and cause complications in analysis instrumentation. The objective of this research was to perform reduction studies of a mock tar using select catalysts and choose the most effective for primary treatment within the KSC downdraft gasification reactor. Because the KSC reactor is operated at temperatures below typical gasification reactors, this study evaluates catalyst performance below recommended catalytic operating temperatures. The tar reduction experimentation was observed by passing a model tar vapor stream over the catalysts at similar conditions to that of the KSC reactor. Reduction in tar was determined using gas chromatography. Tar reduction efficiency and catalyst performances were evaluated at different temperatures.

energy conversion↗

NASA NTRS2016

Model Order Reduction of Aeroservoelastic Model of Flexible Aircraft

This paper presents a holistic model order reduction (MOR) methodology and framework that integrates key technological elements of sequential model reduction, consistent model representation, and model interpolation for constructing high-quality linear parameter-varying (LPV) aeroservoelastic (ASE) reduced order models (ROMs) of flexible aircraft. The sequential MOR encapsulates a suite of reduction techniques, such as truncation and residualization, modal reduction, and balanced realization and truncation to achieve optimal ROMs at grid points across the flight envelope. The consistence in state representation among local ROMs is obtained by the novel method of common subspace reprojection. Model interpolation is then exploited to stitch ROMs at grid points to build a global LPV ASE ROM feasible to arbitrary flight condition. The MOR method is applied to the X-56A MUTT vehicle with flexible wing being tested at NASA/AFRC for flutter suppression and gust load alleviation. Our studies demonstrated that relative to the fullorder model, our X-56A ROM can accurately and reliably capture vehicles dynamics at various flight conditions in the target frequency regime while the number of states in ROM can be reduced by 10X (from 180 to 19), and hence, holds great promise for robust ASE controller synthesis and novel vehicle design.

aeroelasticity↗

NASA NTRS2014

Identification of Flights for Cost-Efficient Climate Impact Reduction

The aircraft-induced climate impact has drawn attention in recent years. Aviation operations affect the environment mainly through the release of carbon-dioxide, nitrogen-oxides, and by the formation of contrails. Recent research has shown that altering trajectories can reduce aviation environmental cost by reducing Absolute Global Temperature Change Potential, a climate assessment metric that adapts a linear system for modeling the global temperature response to aviation emissions and contrails. However, these methods will increase fuel consumption that leads to higher fuel costs imposed on airlines. The goal of this work is to identify ights for which the environmental cost of climate impact reduction outweighs the increase in operational cost on an individual aircraft basis. Environmental cost is quanti ed using the monetary social cost of carbon. The increase in operational cost is considering cost of additional fuel usage only. For this paper, an algorithm has been developed that modi es the trajectories of ights to evaluate the e ect of environ- mental cost and operational cost of ights in the United States National Airspace System. The algorithm identi es ights for which the environmental cost of climate impact can be reduced and modi es their trajectories to achieve maximum environmental net bene t, which is the di erence between reduction in environmental cost and additional operational cost. The result shows on a selected day, 16% of the ights among eight major airlines, or 2,043 ights, can achieve environmental net bene t using weather forecast data, resulting in net bene t of around $500,000. The result also suggests that the long-haul ights would be better candidates for cost-ecient climate impact reduction than the short haul ights. The algorithm will help to identify the characteristics of ights that are capable of applying cost-ecient climate impact reduction strategy.

climate impact reduction↗

NASA NTRS1971

Comparison of photogrammetric and astrometric data reduction results for the wild BC-4 camera

The results of astrometric and photogrammetric plate reduction techniques for a short focal length camera are compared. Several astrometric models are tested on entire and limited plate areas to analyze their ability to remove systematic errors from interpolated satellite directions using a rigorous photogrammetric reduction as a standard. Residual plots are employed to graphically illustrate the analysis. Conclusions are made as to what conditions will permit the astrometric reduction to achieve comparable accuracies to those of photogrammetric reduction when applied for short focal length ballistic cameras.

Hornbarger, D. H.↗

NASA NTRS1973

High tip speed fan inlet noise reduction using treated inlet splitters and accelerating inlets (quiet engine program fan C scale model)

A series of inlet suppression tests were run on a supersonic tip speed fan which employed an acoustically treated cowl wall, treated splitters and elevated average throat Mach numbers in various combinations. Results show appreciable fan noise reductions at high fan speeds; 15-18 PNdB. On the basis of inlet total pressure recovery loss per PNdb of noise reduction, an inlet with no splitters produced the most efficient design. However, greater reduction in noise was achieved with one splitter in the inlet. It was also noted that moderate increases in inlet Mach number increased noise in the acoustically treated inlets and that Mach numbers in excess of 0.65 were required before net noise reduction was realized.

Kazin, S. B.↗

NASA NTRS1975

Static and wind tunnel model tests for the development of externally blown flap noise reduction techniques

Externally blown flap models were tested for noise and performance at one-fifth scale in a static facility and at one-tenth scale in a large acoustically-treated wind tunnel. The static tests covered two flap designs, conical and ejector nozzles, third-flap noise-reduction treatments, internal blowing, and flap/nozzle geometry variations. The wind tunnel variables were triple-slotted or single-slotted flaps, sweep angle, and solid or perforated third flap. The static test program showed the following noise reductions at takeoff: 1.5 PNdB due to treating the third flap; 0.5 PNdB due to blowing from the third flap; 6 PNdB at flyover and 4.5 PNdB in the critical sideline plane (30 deg elevation) due to installation of the ejector nozzle. The wind tunnel program showed a reduction of 2 PNdB in the sideline plane due to a forward speed of 43.8 m/s (85 kn). The best combination of noise reduction concepts reduced the sideline noise of the reference aircraft at constant field length by 4 PNdB.

Pennock, A. P.↗