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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 127 records · Page 7

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NASA NTRS2000

The Effects of Blade Count on Boundary Layer Development in a Low-Pressure Turbine

Experimental data from jet-engine tests have indicated that turbine efficiencies at takeoff can be as much as two points higher than those at cruise conditions. Recent studies have shown that Reynolds number effects contribute to the lower efficiencies at cruise conditions. In the current study numerical simulations have been performed to study the boundary layer development in a two-stage low-pressure turbine, and to evaluate the models available for low Reynolds number flows in turbomachinery. In a previous study using the same geometry the predicted time-averaged boundary layer quantities showed excellent agreement with the experimental data, but the predicted unsteady results showed only fair agreement with the experimental data. It was surmised that the blade count approximation used in the numerical simulations generated more unsteadiness than was observed in the experiments. In this study a more accurate blade approximation has been used to model the turbine, and the method of post-processing the boundary layer information has been modified to more closely resemble the process used in the experiments. The predicted results show improved agreement with the unsteady experimental data.

Dorney, Daniel J.↗

NASA NTRS1992

The Edge supersonic transport

As intercontinental business and tourism volumes continue their rapid expansion, the need to reduce travel times becomes increasingly acute. The Edge Supersonic Transport Aircraft is designed to meet this demand by the year 2015. With a maximum range of 5750 nm, a payload of 294 passengers and a cruising speed of M = 2.4, The Edge will cut current international flight durations in half, while maintaining competitive first class, business class, and economy class comfort levels. Moreover, this transport will render a minimal impact upon the environment, and will meet all Federal Aviation Administration Part 36, Stage III noise requirements. The cornerstone of The Edge's superior flight performance is its aerodynamically efficient, dual-configuration design incorporating variable-geometry wingtips. This arrangement combines the benefits of a high aspect ratio wing at takeoff and low cruising speeds with the high performance of an arrow-wing in supersonic cruise. And while the structural weight concerns relating to swinging wingtips are substantial, The Edge looks to ever-advancing material technologies to further increase its viability. Heeding well the lessons of the past, The Edge design holds economic feasibility as its primary focus. Therefore, in addition to its inherently superior aerodynamic performance, The Edge uses a lightweight, largely windowless configuration, relying on a synthetic vision system for outside viewing by both pilot and passengers. Additionally, a fly-by-light flight control system is incorporated to address aircraft supersonic cruise instability. The Edge will be produced at an estimated volume of 400 aircraft and will be offered to airlines in 2015 at $167 million per transport (1992 dollars).

Agosta, Roxana↗

NASA NTRS1975

Two-stage, low noise advanced technology fan. 4: Aerodynamic final report

A two-stage research fan was tested to provide technology for designing a turbofan engine for an advanced, long range commercial transport having a cruise Mach number of 0.85 -0.9 and a noise level 20 EPNdB below current requirements. The fan design tip speed was 365.8m/sec (1200ft/sec);the hub/tip ratio was 0.4; the design pressure ratio was 1.9; and the design specific flow was 209.2 kg/sec/sq m(42.85lbm/sec/sq ft). Two fan-versions were tested: a baseline configuration, and an acoustically treated configuration with a sonic inlet device. The baseline version was tested with uniform inlet flow and with tip-radial and hub-radial inlet flow distortions. The baseline fan with uniform inlet flow attained an efficiency of 86.4% at design speed, but the stall margin was low. Tip-radial distortion increased stall margin 4 percentage points at design speed and reduced peak efficiency one percentage point. Hub-radial distortion decreased stall margin 4 percentage points at all speeds and reduced peak efficiency at design speed 8 percentage points. At design speed, the sonic inlet in the cruise position reduced stall margin one percentage point and efficiency 1.5 to 4.5 percentage points. The sonic inlet in the approach position reduced stall margin 2 percentage points.

Harley, K. G.↗

NASA NTRS2011

Computational Assessment of the Aerodynamic Performance of a Variable-Speed Power Turbine for Large Civil Tilt-Rotor Application

The main rotors of the NASA Large Civil Tilt-Rotor notional vehicle operate over a wide speed-range, from 100% at take-off to 54% at cruise. The variable-speed power turbine offers one approach by which to effect this speed variation. Key aero-challenges include high work factors at cruise and wide (40 to 60 deg.) incidence variations in blade and vane rows over the speed range. The turbine design approach must optimize cruise efficiency and minimize off-design penalties at take-off. The accuracy of the off-design incidence loss model is therefore critical to the turbine design. In this effort, 3-D computational analyses are used to assess the variation of turbine efficiency with speed change. The conceptual design of a 4-stage variable-speed power turbine for the Large Civil Tilt-Rotor application is first established at the meanline level. The design of 2-D airfoil sections and resulting 3-D blade and vane rows is documented. Three-dimensional Reynolds Averaged Navier-Stokes computations are used to assess the design and off-design performance of an embedded 1.5-stage portion-Rotor 1, Stator 2, and Rotor 2-of the turbine. The 3-D computational results yield the same efficiency versus speed trends predicted by meanline analyses, supporting the design choice to execute the turbine design at the cruise operating speed.

Welch, Gerard E.↗

NASA NTRS1975

Advanced concept considerations for STOL short-haul systems

Design, performance, and economic tradeoffs for STOL short-haul systems are presented. The analyses showed that quiet, short-field aircraft can be economically viable and provide benefits to airport congestion and to community noise relief. The objective of the studies was to compare and evaluate propulsive-lift systems and low-wing-loading aircraft provided with ride quality control and gust load alleviation, and to determine fuel consumption and cost tradeoffs, along with recommendations for development of technology, noise criteria, and airport planning. In the low density arena, the optimum aircraft sized for less than 50 passengers have active controls for ride quality and gust alleviation; turboprop propulsion offers significant cost and fuel saving with no appreciable block time penalty for the short typical stage lengths (on the order of 150 miles). In the high density arena, high bypass-ratio fan-powered aircraft, with design cruise speed of 0.7 to 0.75M and range capability to 1500 miles, are considered to be optimum. Field performance of 3000 feet or better can be achieved by the hybrid over-the-wing/internally blown flap concept with viable economics and low fuel consumption. Mechanical flap aircraft with high bypass-ratio engines are indicated to be superior for field lengths of 3500 feet or more. Technology development of propulsive lift is required, and further definition of the best fan-powered engine for low noise and low fuel consumption is needed.

Sweet, H. S.↗

NASA NTRS1992

A component modes projection and assembly model reduction methodology for articulated, multi-flexible body structures

A two-stage model reduction methodology, combining the classical Component Mode Synthesis (CMS) method and the newly developed Enhanced Projection and Assembly (EP&A) method is proposed in this research. The first stage of this methodology, called COmponent Mode Projection and Assembly model REduction (COMPARE) method, involves the generations of CMS mode sets, such as the MacNeal-Rubin mode sets. These mode sets are then used to reduce the order of each component model in the Rayleigh-Ritz sense. The resultant component models are then combined to generate reduced-order system models at various system configurations. A composite mode set which retains important system modes at all system configurations is then selected from these reduced-order system models. In the second stage, the EP&A model reduction method is employed to reduce further the order of the system model generated in the first stage. The effectiveness of the COMPARE methodology has been successfully demonstrated on a high-order, finite-element model of the cruise-configured Galileo spacecraft.

Lee, Allan Y.↗

NASA NTRS1993

A component modes projection and assembly model reduction methodology for articulated, multi-flexible body structures

A two-stage model reduction methodology, combining the classical Component Mode Synthesis (CMS) method and the newly developed Enhanced Projection and Assembly (EP&A) method, is proposed in this research. The first stage of this methodology, called the COmponent Modes Projection and Assembly model REduction (COMPARE) method, involves the generation of CMS mode sets, such as the MacNeal-Rubin mode sets. These mode sets are then used to reduce the order of each component model in the Rayleigh-Ritz sense. The resultant component models are then combined to generate reduced-order system models at various system configurations. A composite mode set which retains important system modes at all system configurations is then selected from these reduced-order system models. In the second stage, the EP&A model reduction method is employed to reduce further the order of the system model generated in the first stage. The effectiveness of the COMPARE methodology has been successfully demonstrated on a high-order, finite-element model of the cruise-configured Galileo spacecraft.

Lee, Allan Y.↗

NASA NTRS1997

Systems Challenges for Hypersonic Vehicles

This paper examines the system challenges posed by fully reusable hypersonic cruise airplanes and access to space vehicles. Hydrocarbon and hydrogen fueled airplanes are considered with cruise speeds of Mach 5 and 10, respectively. The access to space matrix is examined. Airbreathing and rocket powered, single- and two-stage vehicles are considered. Reference vehicle architectures are presented. Major systems/subsystems challenges are described. Advanced, enhancing systems concepts as well as common system technologies are discussed.

Hunt, James L.↗

NASA NTRS1997

Systems Challenges for Hypersonic Vehicles

James L. Hunt↗

NASA NTRS1996

A Pre-Mixed Shock-Induced-Combustion Approach to Inlet and Combustor Design for Hypersonic Applications

The need for efficient access to space has created interest in airbreathing propulsion as a means of achieving that goal. The NASP program explored a single-stage-to-orbit approach which could require scramjet airbreathing propulsion out to Mach 16 to 20. Recent interest in global access could require hypersonic cruise engines operating efficiently in the Mach 10 to 12 speed range. A common requirement of both these types of propulsion systems is that they would have to be fully integrated with the aero configuration so that the forebody becomes a part of the external compression inlet and the nozzle expansion is completed on the vehicle aftbody.

Weidner, John P.↗

NASA NTRS1998

Deep Space 2: The Mars Microprobe Project and Beyond

The Mars Microprobe Project, or Deep Space 2 (DS2), is the second of the New Millennium Program planetary missions and is designed to enable future space science network missions through flight validation of new technologies. A secondary goal is the collection of meaningful science data. Two micropenetrators will be deployed to carry out surface and subsurface science. The penetrators are being carried as a piggyback payload on the Mars Polar Lander cruise ring and will be launched in January 1999. The microprobe has no active control, attitude determination, or propulsive systems. It is a single stage from separation until landing and will passively orient itself due to its aerodynamic design. The aeroshell will be made of a nonerosive heat shield material, Silicon impregnated Reusable Ceramic Ablator(SIRCA), developed at Ames Research Center. The aeroshell shatters on impact, at which time the probe separates into an aftbody that remains at the surface and a forebody that penetrates into the subsurface. Each probe has a total mass of up to 3 kg, including the aeroshell. The impact velocity will be about 180 meters per second. The forebody will experience up to 30,000 g's and penetrate between 0.3 and 2 meters, depending on the ice content of the soil. The aftbody deceleration will be up to 80,000 g. The penetrators arrive in December 1999. The landing ellipse latitude range is 73 deg-77 deg S. The longitude will be selected by the Mars Surveyor Project to place the lander on the polar layered deposits in the range of 180 deg -230 deg W. The two micropenetrators are likely to land within 100 km of the Mars Surveyor Lander, on the polar deposits. The likely arrival date is L(sub s) = 256, late southern spring. The nominal mission lasts 2 days. A science team was selected in April 1998.

Smrekar, S. E.↗

NASA NTRS2014

NASA N3-X with Turboelectric Distributed Propulsion

Presentation summarizing the phase I study of the NASA N3-X turboelectric distributed propulsion power aircraft to the IMechE Disruptive Green Propulsion Technologies conference in London, UK November 16th and 17th, 2014. This presentation contains the results of a NASA internal study funded by the NASA Fixed Wing program to look at the application of turboelectric distributed propulsion to a long-range 300 seat aircraft. The reference aircraft is the Boeing 777-200LR. The N3-X reduced energy consumption by 70 compared to the 777-200LR, LTO NOx by 85 compared to the CAEP 6 limits, and noise by 32-64 EPNdB depending on engine placement compared to the stage 4 noise standards. This exceeded the N+3 metrics of reducing energy by 60, LTO NOx by 80, and noise by 52 EPNdB. Cruise NOx was not estimated, but likely meet the 80 reduction goal as well.

propulsion↗

NASA NTRS1981

Two-stage combustion for reducing pollutant emissions from gas turbine combustors

Combustion and emission results are presented for a premix combustor fueled with admixtures of JP5 with neat H2 and of JP5 with simulated partial-oxidation product gas. The combustor was operated with inlet-air state conditions typical of cruise power for high performance aviation engines. Ultralow NOx, CO and HC emissions and extended lean burning limits were achieved simultaneously. Laboratory scale studies of the non-catalyzed rich-burning characteristics of several paraffin-series hydrocarbon fuels and of JP5 showed sooting limits at equivalence ratios of about 2.0 and that in order to achieve very rich sootless burning it is necessary to premix the reactants thoroughly and to use high levels of air preheat. The application of two-stage combustion for the reduction of fuel NOx was reviewed. An experimental combustor designed and constructed for two-stage combustion experiments is described.

Clayton, R. M.↗

NASA NTRS1979

Remote sensing of subsurface water temperature by Raman scattering

The application of Raman scattering to remote sensing of subsurface water temperature and salinity is considered, and both theoretical and experimental aspects of the technique are discussed. Recent experimental field measurements obtained in coastal waters and on a trans-Atlantic/Mediterranean research cruise are correlated with theoretical expectations. It is concluded that the Raman technique for remote sensing of subsurface water temperature has been brought from theoretical and laboratory stages to the point where practical utilization can now be developed.

Leonard, D. A.↗

NASA NTRS1979

Configuration considerations in the design of earth-to-orbit transports

The various configuration options for earth-to-orbit transports are discussed with specific attention given to: ballistic vs. winged vehicles; horizontal takeoff vs. vertical takeoff; two stage vs. single stage; rocket propulsion system options; structure and thermal protection systems options; and weight growth vs. size. It is suggested that the single-stage system has many attractive features such as the elimination of booster-to-orbiter mating problems and the elimination of the need for the development of a cruise system. From the standpoint of weight reduction, it appears desirable to combine as many functions as possible in the outer shell of the transport system.

Macconochie, I. O.↗

NASA NTRS1950

Study of compressor systems for a gas-generator engine

Various methods of providing compressor-capacity and pressure-ratio control in the gas-generator type of compound engine over a range of altitudes from sea level to 50,000 feet are presented. The analytical results indicate that the best method of control is that in which the first stage of compression is carried out in a variable-speed supercharger driven by a hydraulic slip coupling. The constant-speed second stage could be either a mixed-flow rotary compressor or a piston-type compressor. A variable-area turbine nozzle is shown to be unnecessary for cruising operation of the engine.

Sather, Bernard I↗

NASA NTRS2009

Austere Human Missions to Mars

This slide presentation reviews a possible mission architecture for a more austere Mars mission, than the one developed by NASA outlined in the Design Reference Architecture 5 (DRA 5). "Austere" architecture is scaled back from DRA 5 and might offer lower development cost, lower flight cost, and lower development risk. This approach will not meet all the DRA 5 mission requirements. Included in the presentation are the elements of an Austere mission, diagrams of the trans-Mars injection (TMI), cruise, and Mars Orbital Insertion for various phases of the mission, the entry descent landing (EDL) concept. The key features of the Transit Habitat (TransHab), the Earth Departure Stage (EDS), the landers, are reviewed. A chart shows the Mass in tons, of the conceptual types of Mars Landers. The EDL concept, EDL Phase diagrams for the Mars Lander are reviewed. New technologies that would be required are also reviewed. Flight test programs for the various parts of the architecture and a flight schedule are reviewed.

transit habitat (TransHab)↗

NASA NTRS2014

2016 Mars Insight Mission Design and Navigation

Scheduled for a launch in the 2016 Earth to Mars opportunity, the Interior Exploration using Seismic Investigations, Geodesy, and Heat Transport (InSight) Mission will arrive to Mars in late September 2016 with the primary objective of placing a science lander on the surface of the Red Planet followed by the deployment of two science instruments to investigate the fundamental processes of terrestrial planet formation and evolution. In order to achieve a successful landing, the InSight Project has selected a launch/arrival strategy that satisfies the following key and driving requirements: (1) Deliver a total launch mass of 727 kg, (2) target a nominal landing site with a cumulative Delta V99 less than 30 m/s, and (3) approach EDL with a V-infinity upper limit of 3.941 km/s and (4) an entry flight-path angle (EFPA) of -12.5 +/- 0.26 deg, 3-sigma; the InSight trajectories have been designed such that they (5) provide UHF-band communications via Direct-To-Earth and MRO from Entry through landing plus 60 s, (6) with injection aimpoints biased away from Mars such that the probability of the launch vehicle upper stage impacting Mars is less than 1.0 X 10(exp 4) for fifty years after launch, and (7) non-nominal impact probabilities due to failure during the Cruise phase less than 1.0 X 10(exp 2).

Landers↗