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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 145 records · Page 8
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

The Importance of Convective Stage on Out-of-Cloud Convectively Induced Turbulence from High-Resolution Simulations

Turbulence (clear-air, mountain wave, convectively induced) is an aviation hazard that is a challenge to forecast due to the coarse resolution ultilized in operational weather models. Turbulence indices are commonly used to aid pilots in avoiding turbulence, but these indices have been designed and calibrated for midlatitude clear-air turbulence prediction (e.g., the Ellrod index). A significant limitation with current convectively induced turbulence (CIT) prediction is the lack of storm stage dependency. In this study, six high-resolution simulations of tropical oceanic and midlatitude continental convection are performed to characterize the turbulent environment near various convective types during the developing and mature stages. Second-order structure functions, a diagnostic commonly used to identify turbulence in turbulence prediction systems, are used to characterize the probability of turbulence for various convective types. Turbulence likelihood was found to be independent of region (i.e., tropical vs midlatitude) but dependent on convective stage. The probability of turbulence increased near developing convection for the majority of cases. Additional analysis of static stability and vertical wind shear, indicators of turbulence potential, showed that the convective environment near developing convection was more favorable for turbulence production than mature convection. Near developing convection, static stability decreased and vertical wind shear increased. Vertical wind shear near mature and developing convection was found to be weakly correlated to turbulence intensity in both the tropics and the midlatitudes. Finally, this study emphasizes the need for turbulence avoidance guidelines for the aviation community that are dependent on convective stage.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS1973

Supersonic aerodynamic characteristics of hypersonic low-wave-drag elliptical body-tail combinations as affected by changes in stabilizer configuration

An investigation has been made at Mach numbers from 1.50 to 4.63 to determine systematically the effects of the addition and position of outboard stabilizers and vertical- and vee-tail configurations on the performance and stability characteristics of a low-wave-drag elliptical body. The basic body shape was a zero-lift hypersonic minimum-wave-drag body as determined for the geometric constraints of length and volume. The elliptical cross section had an axis ratio of 2 (major axis horizontal) and an equivalent fineness ratio of 6.14. Base-mounted outboard stabilizers were at various dihedral angles from 90 deg to minus 90 deg with and without a single center-line vertical tail or a vee-tail. The angle of attack was varied from about minus 6 to 27 deg at sideslip angles of 0 and 5 deg and a constant Reynolds number of 4.58 x one million (based on body length).

Spencer, B., Jr.↗
NASA NTRS1992

Aerothermoelastic Analysis of a NASP-Like Vertical Fin

Several aeroelastic stability analyses for a vertical fin similar to that of the National Aero-Space Plane are described. The objectives of the study were to design and obtain an experimental data base for a supersonic wind-tunnel model of the fin in order to examine the effects of thermal loading on the flutter characteristics. This paper describes the preliminary efforts to design the wind-tunnel model, including several of the geometric parameter variations that were analyzed. The dominant flutter mechanism involved a flap vibration mode and a fin bending mode. Variation of the thicknesses of flap and root flexures, used to attach the flap to the fin, and the fin to a support, significantly affected the flutter boundary. Uniform thermal loads, affecting only material properties, had little effect, as did the application of different uniform temperatures to each side of the fin. In contrast, the application of significant chord-wise thermal gradients induced stresses which reduced the flutter dynamic pressure by as much as 37 percent. For less extreme distributed loading, the low-aspect ratio fin was relatively unaffected.

Rodgers, John P.↗
DOE OSTI2020

The significant impact of aerosol vertical structure on lower atmosphere stability and its critical role in aerosol–planetary boundary layer (PBL) interactions

The aerosol–planetary boundary layer (PBL) interaction was proposed as an important mechanism to stabilize the atmosphere and exacerbate surface air pollution. Despite the tremendous progress made in understanding this process, its magnitude and significance still have large uncertainties and vary largely with aerosol distribution and meteorological conditions. In this study, we focus on the role of aerosol vertical distribution in thermodynamic stability and PBL development by jointly using micropulse lidar, sun photometer, and radiosonde measurements taken in Beijing. Despite the complexity of aerosol vertical distributions, cloud-free aerosol structures can be largely classified into three types: well-mixed, decreasing with height, and inverse structures. The aerosol–PBL relationship and diurnal cycles of the PBL height and PM 2.5 associated with these different aerosol vertical structures show distinct characteristics. The vertical distribution of aerosol radiative forcing differs drastically among the three types, with strong heating in the lower, middle, and upper PBL, respectively. Such a discrepancy in the heating rate affects the atmospheric buoyancy and stability differently in the three distinct aerosol structures. Absorbing aerosols have a weaker effect of stabilizing the lower atmosphere under the decreasing structure than under the inverse structure. As a result, the aerosol–PBL interaction can be strengthened by the inverse aerosol structure and can be potentially neutralized by the decreasing structure. Moreover, aerosols can both enhance and suppress PBL stability, leading to both positive and negative feedback loops. This study attempts to improve our understanding of the aerosol–PBL interaction, showing the importance of the observational constraint of aerosol vertical distribution for simulating this interaction and consequent feedbacks.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS1946

Flight Investigation of Effect of Various Vertical-Tail Modifications on the Directional Stability and Control Characteristics of the P-63A-1 Airplane (AAF No. 42-68889)

Because the results of preliminary flight tests had indicated. the P-63A-1 airplane possessed insufficient directional stability, the NACA and the manufacturer (Bell Aircraft Corporation) suggested three vertical-tail modifications to remedy the deficiencies in the directional characteristics. These modifications included an enlarged vertical tail formed by adding a tip extension to the original vertical tail, a large sharp-edge ventral fin, and a small dorsal fin. The enlarged vertical tail involved only a slight increase in total vertical-tail area from 23.73 to 26.58 square feet but a relatively much larger increase in geometric aspect ratio from 1.24 to 1.73 based on height and area above the horizontal tail. At the request of the Air Material Command, Army Air Forces, flight tests were made to determine the effect of these modifications and of some combinations of these modifications on the directional stability and control characteristics of the airplane, In all, six different vertical-tail. configurations were investigated to determine the lateral and directional oscillation characteristics of the airplane, the sideslip characteristics, the yaw due to ailerons in rudder-fixed rolls from turns and pull-outs, the trim changes due to speed changes; and the trim changes due to power changes. Results of the tests showed that the enlarged vertical tail approximately doubled the directional stability of the airplane and that the pilots considered the directional stability provided by the enlarged vertical tail to be satisfactory. Calculations based on sideslip data obtained at an indicated airspeed of 300 miles per hour showed that the directional stability of the airplane with the original vertical tail corresponded to a value of 0(sub n beta) of -0.00056 whereas for the enlarged vertical tail the estimated va1ue of C(sub n beta) was -0.00130, The ventral fin was found to increase by a moderate amount the directional stability of the airplane with the original vertical tail for smal1 sides1ip angles at low speeds but little consistent change in directional stability was effected by the ventral fin at higher speeds, The effectiveness of the ventral fin was generally much less when used with the enlarged vertical tail than when used with the original vertical tail. The ventral and dorsal fins were found to be very effective in eliminating rudder-force reversals which occurred in low-speed, high-engine-power, sideslipped conditions of flight . Sideslip tests at two altitudes for approximately the sane engine power and indicated airspeed showed that a small decrease in static directional stability occurred with increasing altitude and this decrease in stability was attributed to the increased propeller blade angles required at high altitudes. The variations of rudder pedal force with indicated airspeed using normal rated power and a constant rudder tab setting through the speed range were desirably small for all the configurations tested. The rudder pedal force changed by about 50 pounds for a power change from engine idling power, to normal rated power and this pedal force change was largely independent of airspeed or of vertical-tail configuration for the various configurations tested.

Johnson, Harold I.↗
NASA NTRS1984

Asymmetric instabilities in buoyancy-driven flow in a tall vertical annulus

Linear stability of the one-dimensional flow between infinite vertical coaxial cylinders induced by heating the inner cylinder is considered for various ratios (kappa) of the inner radius to the outer radius, and for Prandtl numbers (P) appropriate to air and water. For air with P = 0.71 the least stable disturbance is nonaxisymmetric for kappa less than 0.44 and is axisymmetric for kappa greater than 0.44, and in either case the instability is due to the action of the shear forces. For P = 3.5, the situation is similar, except that the asymmetric shear mode is superseded by an axisymmetric instability driven by buoyancy forces for kappa = 0.03-0.16. Wave speeds, wavenumbers, and critical Grashof numbers for these cases and for the case of zero Prandtl number are given.

Mcfadden, G. B.↗
NASA NTRS1985

A simple model for the interaction between vertical eddy heat fluxes and static stability

A numerical model for studying the interaction of vertical eddy heat fluxes and vertical temperature structure in midlatitude regions is described. The temperature profile for the model was derived from calculations of the equilibrium among heating rates in simplified representations of large-scale vertical eddy heat flux, moist convection and radiation. An eddy flux profile is calculated based on the quasi-geostrophic, liner baroclinic instability of a single wave. Model equilibrium states for summer and winter conditions are compared with observations, and the results are discussed in detail.

Gutowski, W. J., Jr.↗
DOE OSTI2021

Evaluation of idealized large-eddy simulations performed with the Weather Research and Forecasting model using turbulence measurements from a 250 m meteorological mast

Abstract. We investigate the ability of the Weather Research and Forecasting model to perform large-eddy simulation of canonical flows. This is achieved through comparison of the simulation outputs with measurements from sonic anemometers on a 250 m meteorological mast located at Østerild, in northern Denmark. Østerild is on a flat and rough area, and for the predominant wind directions, the atmospheric flow can be considered to be close to homogeneous. The idealized simulated flows aim at representing atmospheric boundary layer turbulence under unstable, neutral, and stable stability conditions at the surface, which are statistically significant conditions observed at Østerild. We found that the resolved fields from the simulations appear to have the characteristics of the three stability regimes. Vertical profiles of observed mean wind speeds and direction are well reproduced by the simulations, with the largest differences under near-neutral conditions, where the effect of the subgrid-scale model is evident on the vertical wind shear close to the surface. Vertical profiles of observed eddy fluxes are also well reproduced by the simulations, with the largest differences for the three velocity component variances under stable stability conditions, although nearly always within the observed variability. With regards to turbulent kinetic energy, we find good agreement between observations and simulations at all vertical levels. Simulated and observed velocity spectra match very well and show very similar behavior with height and with atmospheric stability within the low-frequency interval; at the effective resolution, the simulated spectra show the typical drop-off of finite differences. Our findings demonstrate that these idealized simulations reproduce the characteristics of atmospheric stability regimes often observed at a high turbulent and flat site within a direction sector, where the air flows over nearly homogeneous land.

17 WIND ENERGY↗
NASA NTRS2014

Vertical Spin Tunnel Testing and Stability Analysis of Multi-Mission Earth Entry Vehicles

Multi-Mission Earth Entry Vehicles (MMEEVs) are blunt-body vehicles designed with the purpose of transporting payloads from space to the surface of the Earth. To achieve high reliability and minimum weight, MMEEVs avoid using limited-reliability systems, such as parachutes, retro-rockets, and reaction control systems and rely on the natural aerodynamic stability of the vehicle throughout the Entry, Descent, and Landing phases of flight. Testing in NASA Langley's 20-FT Vertical Spin Tunnel (20-FT VST), dynamically-scaled MMEEV models was conducted to improve subsonic aerodynamic models and validate stability criteria for this class of vehicle. This report documents the resulting data from VST testing for an array of 60-deg sphere-cone MMEEVs. Model configurations included were 1.2 meter, and 1.8 meter designs. The addition of a backshell extender, which provided a 150% increase in backshell diameter for the 1.2 meter design, provided a third test configuration. Center of Gravity limits were established for all MMEEV configurations. An application of System Identification (SID) techniques was performed to determine the aerodynamic coefficients in order to provide databases for subsequent 6-degree-of-freedom simulations.

Glaab, Louis J.↗
NASA NTRS1999

Modeling of Wake-vortex Aircraft Encounters

There are more people passing through the world's airports today than at any other time in history. With this increase in civil transport, airports are becoming capacity limited. In order to increase capacity and thus meet the demands of the flying public, the number of runways and number of flights per runway must be increased. In response to the demand, the National Aeronautics and Space Administration (NASA), in conjunction with the Federal Aviation Administration (FAA), airport operators, and the airline industry are taking steps to increase airport capacity without jeopardizing safety. Increasing the production per runway increases the likelihood that an aircraft will encounter the trailing wake-vortex of another aircraft. The hazard of a wake-vortex encounter is that heavy load aircraft can produce high intensity wake turbulence, through the development of its wing-tip vortices. A smaller aircraft following in the wake of the heavy load aircraft will experience redistribution of its aerodynamic load. This creates a safety hazard for the smaller aircraft. Understanding this load redistribution is of great importance, particularly during landing and take-off. In this research wake-vortex effects on an encountering 10% scale model of the B737-100 aircraft are modeled using both strip theory and vortex-lattice modeling methods. The models are then compared to wind tunnel data that was taken in the 30ft x 60ft wind tunnel at NASA Langley Research Center (LaRC). Comparisons are made to determine if the models will have acceptable accuracy when parts of the geometry are removed, such as the horizontal stabilizer and the vertical tail. A sensitivity analysis was also performed to observe how accurately the models could match the experimental data if there was a 10% error in the circulation strength. It was determined that both models show accurate results when the wing, horizontal stabilizer, and vertical tail were a part of the geometry. When the horizontal stabilizer and vertical tail were removed there were difficulties modeling the sideforce coefficient and pitching moment. With the removal of only the vertical tail unacceptable errors occurred when modeling the sideforce coefficient and yawing moment. Lift could not be modeled with either the full geometry or the reduced geometry attempts.

Smith, Sonya T.↗
DOE OSTI2025

Thermally induced PtOx interfacial layer enhances stability of Pt/β-Ga2O3 vertical Schottky diodes

This study investigates the long-term stability of Pt/β-Ga2O3 field-plated Schottky barrier diodes at high temperatures, with extended thermal cycling and soaking stress. The device characteristics reveal a strong dependence on operating temperature, leading to an ON/OFF current ratio of ∼10× at ±3 V and 600 °C. Extensive thermal cycling (25 cycles over 100 h) between room temperature and 350 °C shows that leakage currents stabilize after the initial ten cycles. This stabilization is likely due to the formation of a thin PtOx layer at the Pt/β-Ga2O3 interface, as confirmed by high-resolution scanning transmission electron microscopy. Further exposure to a constant 350 °C environment for 10 h reveals a slight increase in the leakage current from 10−7 to 10−6 A at −5 V and degradation of the forward current, due to potential thermodynamic instability of the Ohmic contacts. This study provides insights into the changes in the Pt/β-Ga2O3 diode performance with thermal stress, offering a basis for predicting the device’s operational reliability at high temperatures for sensing and power applications.

08 HYDROGEN↗
NASA NTRS1982

A stability analysis of AVE-4 severe weather soundings

The stability and vertical structure of an average severe storm sounding, consisting of both thermodynamic and wind vertical profiles, were investigated to determine if they could be distinguished from an average lag sounding taken 3 to 6 hours prior to severe weather occurrence. The term average is defined here to indicate the arithmetic mean of a parameter, as a function of altitude, determined from a large number of available observations taken either close to severe weather occurrence, or else more than 3 hours before it occurs. The investigative computations were also done to help determine if a severe storm forecast or index could possibly be used or developed. These mean vertical profiles of thermodynamic and wind parameters as a function of severity of the weather, determined from manually digitized radar (MDR) categories are presented. Profile differences and stability index differences are presented along with the development of the Johnson Lag Index (JLI) which is determined entirely upon environmental vertical parameter differences between conditions 3 hours prior to severe weather, and severe weather itself.

Johnson, D. L.↗
DOE OSTI2022

Non-inductive plasma vertical position measurement for the 1056 s discharge on EAST

Vertical position stability plays a crucial role in maintaining safe and reliable plasma operation for long-pulse fusion devices. In general, the vertical position is measured by using inductive magnetic coils installed inside the vacuum vessel; however, the integration drift effects are inherent for steady-state or long-pulse plasma operation. Further, developing a non-magnetic approach provides a fusion reactor-relevant steady-state solution that avoids the negative impact of integration drift. In this paper, we compare the non-inductively determined vertical position achieved by line-integrated interferometer and polarimeter measurements to that employing an inductive flux loop for a 1056 s discharge recently achieved on EAST (Experimental Advanced Superconducting Tokamak). Experimental results show that the non-inductive measurement is more robust than flux loops after 300 s if the integrator is not reset to suppress integrator drift. Real-time vertical position control using the non-inductive system is proposed for the next EAST experimental campaign.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
NASA NTRS1956

Longitudinal and Lateral Stability, Control Characteristics, and Vertical-Tail-Load Measurements for 0.03-Scale Model of the Avro CF-105 Airplane at Mach Number 1.41

An investigation has been made in the Langley 4- by 4-foot supersonic pressure tunnel at a Mach number of 1.41 to determine the aerodynamic characteristics of an 0.03-scale model of the Avro CF-105 airplane. The investigation included the determination of the static longitudinal and lateral stability, the control and the hinge-moment characteristics of the elevator, the aileron, and the rudder, as well as the vertical-tail-load characteristics. The results indicated a minimum drag coefficient of about 0.0270, and a maximum trimmed lift-drag ratio of about 4.25 which occurs at a lift coefficient of 0.16. The directional stability decreased with increasing angle of attack until a region of static instability occurred above an angle of attack of about 9 deg.

Spearman, M. Leroy↗