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At least 109 records · Page 6

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NASA NTRS1978

Friction and wear of several compressor gas-path seal movements

Rub interaction experiments were conducted on a series of sintered and plasma sprayed compressor gas path seal materials in contact with Ti-6Al-4V blade tip and knife edge rotors. The most rub tolerant materials investigated were sintered Nichrome and plasma sprayed nickel 25 percent graphite. The effectiveness of providing a compliant substrate for dense seal material coatings was also demonstrated. In general, it was observed that rotor wear and high frictional energy generation rates accompanied smearing or surface densification of the materials investigated. The onset of smearing was sensitive to rub interaction parameters and seal geometry. Two complementary models were proposed to account for the smearing trends. One is based on thermal effects, the other on particulate escape effects. They were shown to be consistent with the experimental evidence at hand, and together they predict that smearing, with the onset of high energy rub conditions, is favored when incursion rates (radial motion) are low, incursion depths are high, the seal geometry is of a knife-edge character, and the seal particle size is small.

Bill, R. C.↗

NASA NTRS1974

Investigations on an 0.030-scale space shuttle vehicle configuration 140A/B orbiter model in the Ames Research Center 9 by 7-foot supersonic wind tunnel (OA53B)

A wind tunnel test of an 0.030-scale space shuttle vehicle orbiter configuration 140A/B model was conducted in the Ames Research Center 9- by 7-foot supersonic wind tunnel. This part of test series OA53 was conducted at Mach numbers of 1.60 and 2.00 and at Reynolds numbers ranging from 1.0 million per foot to 4.0 million per foot. The objective was to establish and verify longitudinal and lateral-directional aerodynamic performance, stability, and control characteristics for the configuration 140A/B SSV orbiter. Reynolds number studies were performed on certain nominal control-setting configurations, and examinations were made of the incremental effects of an alternate wing leading-edge configuration and of a sealed elevon-split construction. Six-component force and moment data, base and cavity pressures, bodyflap, elevon, speedbrake, and rudder hinge moments, and vertical tail forces and moments were measured for the orbiter.

Nichols, M. E.↗

NASA NTRS1976

Model and full-scale large transport airframe noise

Results are presented for an airframe noise experiment intended to obtain airframe noise data of a 0.03-scale model of a large transport aircraft in a flow facility for comparison with similar airframe noise data from full-scale flyover tests of the same aircraft. The test model simulated the landing and cruise configuration, including individual flap systems. Considerable noise is found to be associated with the extension of the model's leading edge flap system and to be reduced across the noise spectra when the gaps between the leading-edge flaps and the leading edge of the wing are sealed. Amplitude and frequency scaling relationships are developed which correlate respective data for a variety of aircraft configurations. Normalized model landing gear noise failed to simulate full-scale data.

Shearin, J. G.↗

NASA NTRS1979

JT8D revised high-pressure turbine cooling and other outer air seal program

The JT8D high pressure turbine was revised to reduce leakage between the blade tip shrouds and the outer air seal, and engine testing was performed to determine the effect on performance. The addition of a second knife-edge on the blade tip shroud, the extension of the honeycomb seal land to cover the added knife-edge and an existing spoiler on the shroud, and a material substitution in the seal support ring to improve thermal growth characteristics are included. A relocation of the blade cooling air discharge to insure adequate cooling flow is required. Significant specific fuel consumption and exhaust gas temperature improvements were demonstrated with the revised turbine in sea level and simulated altitude engine tests. Inspection of the revised seal hardware after these tests showed no unusual wear or degradation.

Gaffin, W. O.↗

NASA NTRS1990

High temperature flexible seal

This device is concerned with sealing the sliding interfaces between structural panels that are roughly perpendicular to each other or whose edges are butted against one another. The gap which the seal element must seal is not uniform along the seal length requiring significant seal flexibility. The seal is mounted in a rectangular groove in a moveable structural panel. The seal comprises a plurality of rectangular shaped wafers stacked next to one another and preloaded in the axial direction to minimize leakage between wafers. The wafers are laterally preloaded to maintain sealing contact along the wafer faces which engage the adjacent wall of a sidewall using one of several approaches, such as the pressurized linear bellows. The seal accommodates distortions in the adjacent panel by relative sliding between adjacent wafers. Leakage between wafers is further minimized with good wafer surface finishes. Leakage between the seal nose and the adjacent structural panel is minimized when sealing against a distorted sidewall with relatively thin wafers and suitable seal preload apparatus. Leakage behind the seal is minimized with good groove tolerances and good sealing contact between the preload system and the back of the peripheral edge of the wafers.

Steinetz, Bruce M.↗

NASA NTRS1971

Random excitation of a panel-cavity system

An experimental investigation of the influence of random external sound field on cavity pressure and panel vibration is presented. The panel used was 10 in. x 20 in. x 0.05 in. aluminum alloy plate that was bonded onto a rectangular frame consisting of aluminum channel members welded together at their ends. By bonding the plate to the cavity in this way, a clamped edge boundary condition was approximated. A sealed cavity was constructed beneath the panel in such a way that the cavity depth could be varied in 2 in. increments from 12 in. to 2 in. deep. In order to vary the cavity depth, the cavity was built in sections. Each 2 in. section of the cavity was bolted to the other sections with rubber gaskets between them. The panel was excited acoustically by a Wolverine LS15, 20 watt loudspeaker driven by a B and K random noise generator, Type 1402. The external sound field was measured on the panel surface, using the 6 percent bandwidth of the frequency analyzer.

Gorman, G. F., III↗

NASA NTRS2021

NASA High Efficiency, High OPR Capable Small Core Compressor

As future aircraft become lighter and more aerodynamically efficient, thrust requirements will decrease, reducing the core size of the engine. Furthermore, in the pursuit of improved fuel burn, engine overall pressure ratio and bypass ratio will increase, further driving down engine core size (core size being defined as high-pressure compressor [HPC] exit-corrected flow). These drivers together mean that the core size for future single-aisle aircraft applications will shrink below 3.0 lb/s. Traditionally, this small core compressor size is in the domain of axi-centrifugal designs, machines that are typically less efficient and limited to pressure ratios of ~25 due to stress and thermomechanical fatigue in the centrifugal impeller. In this light, NASA and Pratt & Whtiney (P&W) embarked upon a program to develop technologies to enable an all-axial high-pressure compressor with a core size below 3.0 lb/s and an overall pressure ratio greater than 50. The challenge with an all-axial high-pressure compressor at this core size is the small span at the rear of the compressor. As core size is scaled down, the rotor tip clearances, stator hub seal clearances, fillet sizes and leading edge thicknesses do not scale, leading to significant efficiency penalties. The goal of this program is to recover this lapse and realize the cycle benefits of small core size and high overall pressure ratio. The small core challenges described are mitigated through design optimization and technology insertion, enabling an estimated 5 to 10% fuel burn reduction relative to 2020 best-in-class. Three test rigs run at NASA Glenn Research Center evolved the small core design: a low-speed rig to vet technology and validate tools, and two high speeds rigs, the first to demonstrate an optimized meanline design and the second to validate technology to manage large rotor tip gaps. The efficiency improvement validated with these rigs has unlocked the small core design space, demonstrating that small core compressors can maintain a similar efficiency to current best-in-class large core size compressors. In addition to advancing the state-of-the-art of technology, the program has also advanced the modeling standards for multistage compressors with large clearance-to-span ratios. A best practice modeling standard was developed over the course of the program, incorporating learning from all three rig programs.

Axial Compressors↗

NASA NTRS2005

Design Study of Wafer Seals for Future Hypersonic Vehicles

Future hypersonic vehicles require high temperature, dynamic seals in advanced hypersonic engines and on the vehicle airframe to seal the perimeters of movable panels, flaps, and doors. Current seals do not meet the demanding requirements of these applications, so NASA Glenn Research Center is developing improved designs to overcome these shortfalls. An advanced ceramic wafer seal design has shown promise in meeting these needs. Results from a design of experiments study performed on this seal revealed that several installation variables played a role in determining the amount of leakage past the seals. Lower leakage rates were achieved by using a tighter groove width around the seals, a higher seal preload, a tighter wafer height tolerance, and a looser groove length. During flow testing, a seal activating pressure acting behind the wafers combined with simulated vibrations to seat the seals more effectively against the sealing surface and produce lower leakage rates. A seal geometry study revealed comparable leakage for full-scale wafers with 0.125 and 0.25 in. thicknesses. For applications in which lower part counts are desired, fewer 0.25-in.-thick wafers may be able to be used in place of 0.125-in.-thick wafers while achieving similar performance. Tests performed on wafers with a rounded edge (0.5 in. radius) in contact with the sealing surface resulted in flow rates twice as high as those for wafers with a flat edge. Half-size wafers had leakage rates approximately three times higher than those for full-size wafers.

Dunlap, Patrick H.↗

NASA NTRS1947

Langley Full-scale-tunnel Investigation of Maximum Lift and Stability Characteristics of an Airplane Having Approximately Triangular Plan Form (DM-1 Glider)

An investigation of the DM-1 Glider, which had approximately triangular plan form, an aspect ratio of 1.8 and a 60 degree sweptback leading edge, has been conducted in the Langley full-scale tunnel. The investigation consisted of the determination of the separate effects of the following modifications made to the glider on its maximum lift and stability characteristics: (a) installation of sharp leading edges over the inboard semispan of the wing, (b) removal of the vertical fin, (c) sealing of the elevon control-balance slots, (d) installation of redesigned thin vertical surfaces, (e) installation of faired sharp leading edges, and (f) installation of canopy. The maximum lift coefficient of the DM-1 glider was increased from 0.61 to 1.01 by the installation of semispan sharp leading edges, and from 1.01 to 1.24 by the removal of the vertical fin and sealing of the elevon control-balance slots. The highest maximum lift coefficient (1.32) was obtained when the faired sharp leading edges and the thin vertical surfaces were attached to the glider. The original DM-1 glider was longitudinally stable. The semispan sharp leading edges shifted the neutral point forward approximately 3 percent of the root chord at moderate lift coefficients, and the glider configuration with these sharp leading edges attached was longitudinally unstable, for the assumed center-of-gravity location, at lift coefficients above 0.73. Sealing the elevon control-balance slots and installing the faired sharp leading edges, the thin vertical surfaces, and the canopy shifted the neutral point forward approximately 8 percent of the root chord.

Lovell, J Calvin↗

NASA NTRS2001

Further Investigations of Control Surface Seals for the X-38 Re-Entry Vehicle

NASA is currently developing the X-38 vehicle that will be used to demonstrate the technologies required for a potential crew return vehicle (CRV) for the International Space Station. This vehicle would serve both as an ambulance for medical emergencies and as an evacuation vehicle for the Space Station. Control surfaces on the X-38 (body flaps and rudder/fin assemblies) require high temperature seals to limit hot gas ingestion and transfer of heat to underlying low-temperature structures to prevent over-temperature of these structures and possible loss of the vehicle. NASAs Johnson Space Center (JSC) and Glenn Research Center (GRC) are working together to develop and evaluate seals for these control surfaces. This paper presents results for compression. flow, scrub, and arc jet tests conducted on the baseline X-38 rudder/fin seal design. Room temperature seal compression tests were performed at low compression levels to determine load versus linear compression, preload. contact area, stiffness. and resiliency characteristics under low load conditions. For all compression levels that were tested, unit loads and contact pressures for the seals were below the 5 lb/in. and 10 psi limits required to limit the loads on the adjoining Shuttle thermal tiles that the seals will contact. Flow rates through an unloaded (i.e. 0% compression) double arrangement were twice those of a double seal compressed to the 20% design compression level. The seals survived an ambient temperature 1000 cycle scrub test over relatively rough Shuttle tile surfaces. The seals were able to disengage and re-engage the edges of the rub surface tiles while being scrubbed over them. Arc jet tests were performed to experimentally determine anticipated seal temperatures for representative flow boundary conditions (pressures and temperatures) under simulated vehicle re-entry conditions. Installation of a single seat in the gap of the test fixture caused a large temperature drop (1710 F) across the seal location as compared to an open gap condition (140 F) confirming the need for seals in the rudder/fin gap location. The seal acted as an effective thermal barrier limiting heat convection through the seal gap and minimizing temperature increases downstream of the seal during maximum heating conditions.

Dunlap, Patrick H., Jr.↗

NASA NTRS1991

Dual diaphragm tank with telltale drain

A fluid storage and expulsion system comprising a tank with an internal flexible diaphragm assembly of dual diaphragms in back-to-back relationship, at least one of which is provided with a patterned surface having fine edges such that the diaphragms are in contact along said edges without mating contact of surface areas to thereby form fluid channels which extend outwardly to the peripheral edges of the diaphragms is described. The interior wall of the tank at the juncture of tank sections is formed with a circumferential annular recess comprising an outer annular recess portion which forms a fluid collection chamber and an inner annular recess portion which accommodates the peripheral edge portions of the diaphragms and a sealing ring in clamped sealing relation therebetween. The sealing ring is perforated with radially extending passages which allow any fluid leaking or diffusing past a diaphragm to flow through the fluid channels between the diaphragms to the fluid collection chamber. Ports connectable to pressure fittings are provided in the tank sections for admission of fluids to opposite sides of the diaphragm assembly. A drain passage through the tank wall to the fluid collection chamber permits detection, analysis and removal of fluids in the collection chamber.

Tuthill, Wallace C., Jr.↗

NASA NTRS2005

Chamber for Growing and Observing Fungi

A chamber has been designed to enable growth and observation of microcolonies of fungi in isolation from the external environment. Unlike prior fungus-growing apparatuses, this chamber makes it possible to examine a fungus culture without disrupting it. Partly resembling a small picture frame, the chamber includes a metal plate having a rectangular through-thethickness opening with recesses for a top and a bottom cover glass, an inlet for air, and an inlet for water. The bottom cover glass is put in place and held there by clips, then a block of nutrient medium and a moisture pad are placed in the opening. The block is inoculated, then the top cover glass is put in place and held there by clips. Once growth is evident, the chamber can be sealed with tape. Little (if any) water evaporates past the edges of the cover glasses, and, hence there is little (if any) need to add water. A microscope can be used to observe the culture through either cover glass. Because the culture is sealed in the chamber, it is safe to examine the culture without risking contamination. The chamber can be sterilized and reused.

Pierson, Duane L.↗

NASA NTRS1980

Chemical vapor deposited tungsten with dispersed carbides for Space Shuttle check valves

A chemical vapor deposited tungsten with dispersed carbides was selected as the material for Space Shuttle Orbital Maneuvering and Reaction Control Systems check valve poppets and seats. The selection followed a NASA-sponsored prototype check valve development program utilizing the cutter-seal shell poppet concept. The poppet material is deposited as a coating approximately 0.9 mm thick and fabricated into a shell as a free standing body. The seat material is deposited as a coating 1.1 mm thick on a seat blank, and the cutter seal is machined in the coating. Module tests demonstrated that the material could be ground and lapped to very sharp edges and could cut through typical system contaminants without excessive damage to the sealing surfaces. The material was also determined to be unaffected by exposure to a strongly oxidizing storable propellant.

Williams, G. E.↗

NASA NTRS1944

Effect of Changes in Aileron Rigging on the Stick Forces of a High-Speed Fighter Airplane

The effects of changes in aileron rigging between 2 deg up and 2 deg down on the stick forces were determined from wind-tunnel data for a finite-span wing model. These effects were investigated for ailerons deflecting equally in both directions and linearly with stick deflection. Data were analyzed for a Frise, a sealed internally balanced, and a beveled-trailing-edge aileron. The results of the analysis showed that only ailerons having linear hinge-moment characteristics are unaffected by changes in rigging and indicated that ailerons having decidedly nonlinear hinge-moment-coefficient curves, particularly for deflections near 0 deg, are very sensitive to changes in rigging.

AILERONS, BEVELED↗

NASA NTRS2015

Characterization of Flap Edge Noise Radiation from a High-Fidelity Airframe Model

The results of an experimental study of the noise generated by a baseline high-fidelity airframe model are presented. The test campaign was conducted in the open-jet test section of the NASA Langley 14- by 22-foot Subsonic Tunnel on an 18%-scale, semi-span Gulfstream airframe model incorporating a trailing edge flap and main landing gear. Unsteady surface pressure measurements were obtained from a series of sensors positioned along the two flap edges, and far field acoustic measurements were obtained using a 97-microphone phased array that viewed the pressure side of the airframe. The DAMAS array deconvolution method was employed to determine the locations and strengths of relevant noise sources in the vicinity of the flap edges and the landing gear. A Coherent Output Power (COP) spectral method was used to couple the unsteady surface pressures measured along the flap edges with the phased array output. The results indicate that outboard flap edge noise is dominated by the flap bulb seal cavity with very strong COP coherence over an approximate model-scale frequency range of 1 to 5 kHz observed between the array output and those unsteady pressure sensors nearest the aft end of the cavity. An examination of experimental COP spectra for the inboard flap proved inconclusive, most likely due to a combination of coherence loss caused by decorrelation of acoustic waves propagating through the thick wind tunnel shear layer and contamination of the spectra by tunnel background noise at lower frequencies. Directivity measurements obtained from integration of DAMAS pressure-squared values over defined geometric zones around the model show that the baseline flap and landing gear are only moderately directional as a function of polar emission angle.

Humphreys, William M., Jr.↗

NASA NTRS1994

Hypersonic Engine Leading Edge Experiments in a High Heat Flux, Supersonic Flow Environment

A major concern in advancing the state-of-the-art technologies for hypersonic vehicles is the development of an aeropropulsion system capable of withstanding the sustained high thermal loads expected during hypersonic flight. Three aerothermal load related concerns are the boundary layer transition from laminar to turbulent flow, articulating panel seals in high temperature environments, and strut (or cowl) leading edges with shock-on-shock interactions. A multidisciplinary approach is required to address these technical concerns. A hydrogen/oxygen rocket engine heat source has been developed at the NASA Lewis Research Center as one element in a series of facilities at national laboratories designed to experimentally evaluate the heat transfer and structural response of the strut (or cowl) leading edge. A recent experimental program conducted in this facility is discussed and related to cooling technology capability. The specific objective of the experiment discussed is to evaluate the erosion and oxidation characteristics of a coating on a cowl leading edge (or strut leading edge) in a supersonic, high heat flux environment. Heat transfer analyses of a similar leading edge concept cooled with gaseous hydrogen is included to demonstrate the complexity of the problem resulting from plastic deformation of the structures. Macro-photographic data from a coated leading edge model show progressive degradation over several thermal cycles at aerothermal conditions representative of high Mach number flight.

Gladden, Herbert J.↗

NASA NTRS1991

High-temperature, flexible, thermal barrier seal

This device seals the sliding interfaces between structural panels that are roughly perpendicular to each other or whose edges are butted against one another. The nonuniformity of the gap between the panels requires significant flexibility along the seal length. The seal is mounted in a rectangular groove in a movable structural panel. A plurality of particles or balls is densely packed in an outer sheathing. The balls are laterally preloaded to maintain sealing contact with the adjacent wall using a pressurized linear bellows. Distortions in the adjacent panel are accommodated by rearrangement of the particles within the outer sheathing. Leakage through the seal is minimized by densely compacting the internal particles and by maintaining positive preload along the back side of the seal. The braid architecture of the outer sheathing is selected to minimize leakage through the seal and to resist mechanical abrasion.

Sirocky, Paul J.↗

NASA NTRS1998

A Generalized Fluid System Simulation Program to Model Flow Distribution in Fluid Networks

This paper describes a general purpose computer program for analyzing steady state and transient flow in a complex network. The program is capable of modeling phase changes, compressibility, mixture thermodynamics and external body forces such as gravity and centrifugal. The program's preprocessor allows the user to interactively develop a fluid network simulation consisting of nodes and branches. Mass, energy and specie conservation equations are solved at the nodes; the momentum conservation equations are solved in the branches. The program contains subroutines for computing "real fluid" thermodynamic and thermophysical properties for 33 fluids. The fluids are: helium, methane, neon, nitrogen, carbon monoxide, oxygen, argon, carbon dioxide, fluorine, hydrogen, parahydrogen, water, kerosene (RP-1), isobutane, butane, deuterium, ethane, ethylene, hydrogen sulfide, krypton, propane, xenon, R-11, R-12, R-22, R-32, R-123, R-124, R-125, R-134A, R-152A, nitrogen trifluoride and ammonia. The program also provides the options of using any incompressible fluid with constant density and viscosity or ideal gas. Seventeen different resistance/source options are provided for modeling momentum sources or sinks in the branches. These options include: pipe flow, flow through a restriction, non-circular duct, pipe flow with entrance and/or exit losses, thin sharp orifice, thick orifice, square edge reduction, square edge expansion, rotating annular duct, rotating radial duct, labyrinth seal, parallel plates, common fittings and valves, pump characteristics, pump power, valve with a given loss coefficient, and a Joule-Thompson device. The system of equations describing the fluid network is solved by a hybrid numerical method that is a combination of the Newton-Raphson and successive substitution methods. This paper also illustrates the application and verification of the code by comparison with Hardy Cross method for steady state flow and analytical solution for unsteady flow.

Majumdar, Alok↗