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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 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
NASA NTRS2017

Small Propeller and Rotor Testing Capabilities of the NASA Langley Low Speed Aeroacoustic Wind Tunnel

The Low Speed Aeroacoustic Wind Tunnel (LSAWT) at NASA Langley Research Center has recently undergone a configuration change. This change incorporates an inlet nozzle extension meant to serve the dual purposes of achieving lower free-stream velocities as well as a larger core flow region. The LSAWT, part of the NASA Langley Jet Noise Laboratory, had historically been utilized to simulate realistic forward flight conditions of commercial and military aircraft engines in an anechoic environment. The facility was modified starting in 2016 in order to expand its capabilities for the aerodynamic and acoustic testing of small propeller and unmanned aircraft system (UAS) rotor configurations. This paper describes the modifications made to the facility, its current aerodynamic and acoustic capabilities, the propeller and UAS rotor-vehicle configurations to be tested, and some preliminary predictions and experimental data for isolated propeller and UAS rotor con figurations, respectively. Isolated propeller simulations have been performed spanning a range of advance ratios to identify the theoretical propeller operational limits of the LSAWT. Performance and acoustic measurements of an isolated UAS rotor in hover conditions are found to compare favorably with previously measured data in an anechoic chamber and blade element-based acoustic predictions.

Zawodny, Nikolas S.↗
NASA NTRS2019

Scaling Evaluation of Ice-Crystal Icing on a Modern Turbofan Engine in PSL Using the COMDES-MELT Code

This paper presents preliminary ice-crystal icing (ICI) altitude scaling evaluation results of a Honeywell Uncertified Research Engine (HURE) that was tested in the NASA Glenn Research Center Propulsion Systems Laboratory (PSL) during January of 2018. This engine geometry features a hidden core design to keep the core less exposed. The engine was fitted with internal video cameras to observe various ice buildup processes at multiple selected locations within the engine core flow path covering the fan stator, the splitter-lip/shroud/strut, and the high pressure compressor (HPC) variable inlet guide vane (IGV) regions. The potential ice accretion risk was pre-determined to occur by using NASA’s in-house 1D Engine Icing Risk assessment code, COMDES-MELT. The code was successful in predicting the risk of ice accretion in adiabatic regions like the fan-stator of the HURE at specific engine operating points. However at several operating points during the test, liquid water was observed running along the shroud toward the variable IGV of the HPC regions with an air temperature well below freezing, thus no particle melting could have occurred due to heating from the air alone. It was reasoned that other sources of heat were present in that region. To account for these heat sources the inlet total temperature was adjusted to give a wet bulb temperature of 24 F below the standard minimum wet bulb temperature of 492 R to allow ice to accrete in the splitter-lip/shroud/strut region, which was determined from a reference case where hard ice was observed in that region. With that adjustment the COMDES-MELT code was successful in providing operating points where there was a risk of ice accretion during the test campaign. In addition to calculating possible conditions at different selected lower altitudes, simulations were run to determine potential inlet conditions that could lead to ice-crystal accretion along the prescribed stations where the cameras were available. From there, scaled test conditions were determined by best matching the following three icing related parameters of the reference condition: (1) the local air total wet bulb temperature, (2) the local ice crystal cloud melt ratio and (3) the engine fan face ice/water to air mass flux ratio of the ice crystal cloud. Instantaneous images taken from the time-lapsed movies of ice buildup were used along with the relevant thermodynamic data of air, water vapor and local icing condition to help evaluate how closely the proposed altitude scaling method could be used in ground based test facility to duplicate selected reference ICI features observed at specific location inside this engine at different scale altitudes. Discussions on observed limitation for engine icing scaling application from this test campaign and needed improvement are provided. A scaling test procedure to help identify potential ICI risk conditions and possible ice accretion locations of a new turbofan engine is evaluated in PSL.

Engine Testing in PSL↗
NASA NTRSDate not supplied

Acoustic Characterization of the NASA Langley 14- by 22-Foot Subsonic Tunnel using a Phased Array

A characterization test was conducted in the NASA Langley Research Center 14- by 22-Foot Subsonic Tunnel to assess recent acoustic modifications in the facility. Test section reflectivity, background noise and shear layer effects were evaluated by taking measurements of known noise sources. Both conventional speakers and a high-pressure air source were employed as noise generation mechanisms. These were mounted to a pole or fairing at a consistent location in the test section. The source waveforms were used to represent the expected frequency content of scaled Urban Air Mobility vehicles. Acoustic measurements were taken using two unique microphone arrays placed outside the core flow, one of which was a 54-element streamwise-traversing phased array. The other was an 11-element linear tower array. The applicability of phased array acoustic beamforming techniques to mitigate shear layer effects and reject background noise is presented. Additionally, beamforming results are compared to results from single-microphone processing techniques. Flow speeds investigated ranged from Mach 0.00 (static) to Mach 0.12. The tunnel has been partially acoustically treated but still exhibits flow noise, reducing the signal-to-noise ratio of the source under investigation. Conventional beamforming was able to capture high frequency content passing through the shear layer better than single microphone measurements. CLEAN deconvolution improves source mapping at low frequencies.

phased array↗
NASA NTRSDate not supplied

Spatially-Resolved Freestream Velocity Measurements at the NASA Langley 31-Inch Mach 10 Air Tunnel Using FLEET

Freestream velocity measurements in the NASA Langley 31-inch Mach 10 wind tunnel are reported in this paper using Femtosecond Laser Electronic Excitation Tagging (FLEET). The freestream measurements acquired during the January 2023 test campaign were the first direct measurement of freestream velocity in this hypersonic wind tunnel facility. Spatial distributions of time-averaged and instantaneous velocity measurements were obtained at all three typical wind tunnel freestream unit Reynolds number conditions of Re∞/L = 1.8∙106 m-1, 3.6∙106 m-1, and 6.4∙106 m-1, though the current paper focuses on centerline measurements for the three Re∞/L and spatial distributions for one Re∞/L. Measured values for time-averaged velocity and mean of the instantaneous velocity at the wind tunnel centerline agree within 5 m/s or 0.4% of the calculated velocity from the facility data acquisition system. Measurements acquired at locations away from the wind tunnel centerline reveal the spatial extent of the core flow of the hypersonic facility.

FLEET↗
NASA NTRSDate not supplied

Spatially-Resolved Freestream Velocity Measurements at the NASA Langley 31-Inch Mach 10 Air Tunnel Using FLEET

Freestream velocity measurements in the NASA Langley 31-inch Mach 10 wind tunnel are reported in this paper using Femtosecond Laser Electronic Excitation Tagging (FLEET). The freestream measurements acquired during the January 2023 test campaign were the first direct measurement of freestream velocity in this hypersonic wind tunnel facility. Spatial distributions of time-averaged and instantaneous velocity measurements were obtained at all three typical wind tunnel freestream unit Reynolds number conditions of Re∞/L = 1.8∙106 m-1, 3.6∙106 m-1, and 6.4∙106 m-1, though the current paper focuses on centerline measurements for the three Re∞/L and spatial distributions for one Re∞/L. Measured values for time-averaged velocity and mean of the instantaneous velocity at the wind tunnel centerline agree within 5 m/s or 0.4% of the calculated velocity from the facility data acquisition system. Measurements acquired at locations away from the wind tunnel centerline reveal the spatial extent of the core flow of the hypersonic facility.

FLEET↗
NASA NTRS1975

Minimization of jet and core noise by rotation of flow

Jet and core noise can be reduced and flame lengths may be significantly decreased when exhaust gases are caused to rotate or swirl about longitudinal axis of exhaust. Combustion in rotating flows is steady and quiet, and is not accompanied by pulsations or violent fluctuations.

Schwartz, I. R.↗
NASA NTRS1993

NTP system simulation and detailed nuclear engine modeling

The topics are presented in viewgraph form and include the following: nuclear thermal propulsion (NTP) & detailed nuclear engine modeling; modeling and engineering simulation of nuclear thermal rocket systems; nuclear thermal rocket simulation system; INSPI-NTVR core axial flow profiles; INSPI-NTRV core axial flow profiles; specific impulse vs. chamber pressure; turbine pressure ratio vs. chamber pressure; NERVA core axial flow profiles; P&W XNR2000 core axial flow profiles; pump pressure rise vs. chamber pressure; streamline of jet-induced flow in cylindrical chamber; flow pattern of a jet-induced flow in a chamber; and radiative heat transfer models.

Anghaie, Samim↗
NASA NTRSDate not supplied

Calibration of a V-Cone for Low Mass Flows For Small Core Compressor Research

Advancements in core compressor technologies are necessary for next generation, high Overall Pressure Ratio (OPR) turbofan engines. High pressure compressors (HPCs) for future engines are being designed with exit corrected mass flow rates less than 2.25 kg/s (5 lbm/s). In order to accurately measure the performance of these advanced designs, high accuracy measurements are needed in test facilities. The W7 High Speed Multistage Axial Compressor Facility at NASA Glenn Research Center has been used to acquire data for advanced compressor designs. This facility utilizes an advanced differential pressure flow meter called a V-Cone. The facility has historically tested components with physical mass flow rates in the range of 27 to 45 kg/s (60 to 100 lbm/s). As such, when the V-Cone was calibrated prior to installation, the calibrations focused on higher mass flow rates, and uncertainties in that regime range from 0.5% to 0.85%. However, for low mass flow rates under 9 kg/s (20 lbm/s), expected in tests of advanced high OPR HPCs rear stages, the uncertainties of the V-Cone exceed 2.5%. To address this, using a method similar to that utilized by the National Institute of Standards and Technology, an array of Critical Flow Venturi Nozzles (CFVs) was installed in the W7 test section and used to calibrate the V-Cone in 0.5 kg/s (1 lbm/s) increments up to 10.5 kg/s (23 lbm/s). This effort details the measurements and uncertainties associated with this calibration which resulted in a final uncertainty of the V-Cone measurements under 1%.

Measurement Uncertainty↗
NASA NTRS1982

An engine trade study for a supersonic STOVL fighter-attack aircraft, volume 1

The best main engine for an advanced STOVL aircraft flight demonstrator was studied. The STOVL aircraft uses ejectors powered by engine bypass flow together with vectored core exhaust to achieve vertical thrust capability. Bypass flow and core flow are exhausted through separate nozzles during wingborne flight. Six near term turbofan engines were examined for suitability for this aircraft concept. Fan pressure ratio, thrust split between bypass and core flow, and total thrust level were used to compare engines. One of the six candidate engines was selected for the flight demonstrator configuration. Propulsion related to this aircraft concept was studied. A preliminary candidate for the aircraft reaction control system for hover attitude control was selected. A mathematical model of transfer of bypass thrust from ejectors to aft directed nozzle during the transition to wingborne flight was developed. An equation to predict ejector secondary air flow rate and ram drag is derived. Additional topics discussed include: nozzle area control, ejector to engine inlet reingestion, bypass/core thrust split variation, and gyroscopic behavior during hover.

Beard, B. B.↗
NASA NTRS2010

Automatic Tip Vortex Core Profiling for Numerical Flow Simulations of Rotorcraft in Hover

An automated approach is presented that extracts visual and quantitative data from vortex cores produced by Navier-Stokes simulations of rotorcraft in hover mode. This approach extracts contiguous rotor tip vortex-core trajectories, cross-flow velocity profiles, and vortex-core diameter variation with wake age (azimuth angle). This automated approach is faster and more accurate than a conventional manual approach. Moreover, this new approach allows for an efficient way to quantitatively compare vortex-core profiles from different flow simulations, e.g., grid resolution studies, and validate computed results with experimental data

Kao, David L.↗
NASA NTRS1978

Aerodynamic and acoustic effects of eliminating core swirl from a full scale 1.6 stage pressure ratio fan (QF-5A)

Fan QF-5A was a modification of fan QF-5 which had an additional core stator and adjusted support struts to turn the core exit flow from a 30 deg swirl to the axial direction. This modification was necessary to eliminate the impingement of the swirling core flow on the axial support pylon of the NASA-Lewis Quiet Fan Facility that caused aerodynamic, acoustic and structural problems with the original fan stage at fan speeds greater than 85 percent of design. The redesigned fan QF-5A did obtain the design bypass ratio with an increased core airflow suggesting that the flow problem was resolved. Acoustically, the redesigned stage showed a low frequency broadband noise reduction compared to the results for fan QF-5 at similar operating conditions.

Woodward, R. P.↗
NASA NTRS2011

Modeling of Supersonic Film Cooling on the J-2X Nozzle Extension

Supersonic film cooling (SSFC) of nozzles has been used in several liquid rocket engine designs, and is being applied to the nozzle extension (NE) of the J-2X upper stage engine currently under development. Turbine exhaust gas (TEG) is injected tangentially from a manifold along the NE, and provides a thermal barrier from the core nozzle flow for the NE. As the TEG stream mixes with the nozzle flow, the effectiveness of the thermal barrier is reduced. This paper documents computational fluid dynamics (CFD) analysis work performed by NASA Marshall Space Flight Center (MSFC) to model the flow of the TEG through the manifold, into the nozzle, and the subsequent mixing of the TEG stream with the core flow. The geometry and grid of the TEG manifold, structural support ribs, and the NE wall will be shown, and the CFD boundary conditions described. The Loci-CHEM CFD code used in this work will also be briefly described. A unique approach to modeling the combined TEG manifold/thrust chamber assembly (TCA) was employed, as it was not practical to model the entire 360 circumferential range in one simulation. Prior CFD validation work modeling Calspan SSFC experiments in the early 1990s, documented in a previous AIAA paper, will also be briefly discussed. The fluid dynamics of the TEG flow through the manifold, into and between the structural support ribs, and into the nozzlette that feeds the TCA will be described. Significant swirl and non-uniformities are present, which along with the wakes from the ribs, act to degrade the film cooling effectiveness compared to idealized injection of TEG gas. The effect of these flow characteristics on the adiabatic wall temperature profile on the NE will be discussed.

Ruf, Joseph H.↗
NASA NTRS1989

Calculating Flows In Turbomachine Channels

Noniterative integral-entrainment method yields good approximations. Method of approximate calculation of flow in channel of turbomachine based on interaction of viscous flow in boundary layers with inviscid flow in core layer. Faster and more robust than other approximate methods of same type. Suitable for use in preliminary calculations for design and for off-design operation of turbomachinery. Flows in conical diffuser channels represented by two-dimensional boundary-layer and one-dimensional core flows described by equations of new method.

Schumann, Lawrence F.↗
NASA NTRS2003

Application of Core Dynamics Modeling to Core-Mantle Interactions

Observations have demonstrated that length of day (LOD) variation on decadal time scales results from exchange of axial angular momentum between the solid mantle and the core. There are in general four core-mantle interaction mechanisms that couple the core and the mantle. Of which, three have been suggested likely the dominant coupling mechanism for the decadal core-mantle angular momentum exchange, namely, gravitational core-mantle coupling arising from density anomalies in the mantle and in the core (including the inner core), the electromagnetic coupling arising from Lorentz force in the electrically conducting lower mantle (e.g. D-layer), and the topographic coupling arising from non-hydrostatic pressure acting on the core-mantle boundary (CMB) topography. In the past decades, most effort has been on estimating the coupling torques from surface geomagnetic observations (kinematic approach), which has provided insights on the core dynamical processes. In the meantime, it also creates questions and concerns on approximations in the studies that may invalidate the corresponding conclusions. The most serious problem is perhaps the approximations that are inconsistent with dynamical processes in the core, such as inconsistencies between the core surface flow beneath the CMB and the CMB topography, and that between the D-layer electric conductivity and the approximations on toroidal field at the CMB. These inconsistencies can only be addressed with numerical core dynamics modeling. In the past few years, we applied our MoSST (Modular, Scalable, Self-consistent and Three-dimensional) core dynamics model to study core-mantle interactions together with geodynamo simulation, aiming at assessing the effect of the dynamical inconsistencies in the kinematic studies on core-mantle coupling torques. We focus on topographic and electromagnetic core-mantle couplings and find that, for the topographic coupling, the consistency between the core flow and the CMB topography is critical for correct evaluation of the coupling torque.

Kuang, Weijia↗
NASA NTRS2004

1998 Calibration of the Mach 4.7 and Mach 6 Arc-Heated Scramjet Test Facility Nozzles

A calibration of the Arc-Heated Scramjet Test Facility (AHSTF) Mach 4.7 and Mach 6 nozzles was performed in 1998. For each nozzle, three different typical facility operating test points were selected for calibration. Each survey consisted of measurements, at 340 separate locations across the 11 inch square nozzle exit plane, of pitot pressure, static pressure, and total temperature. Measurement density was higher (4/inch) in the boundary layer near the nozzle wall than in the core nozzle flow (1/inch). The results generated for each of these calibration surveys were contour plots at the nozzle exit plane of the measured and calculated flow properties which completely defined the thermodynamic state of the nozzle exit flow. An area integration of the mass flux at the nozzle exit for each survey was compared to the AHSTF mass flow meter results to provide an indication of the overall quality of the calibration performed. The percent difference between the integrated nozzle exit mass flow and the flow meter ranged from 0.0 to 1.3 percent for the six surveys. Finally, a comparison of this 1998 calibration was made with the 1986 calibration. Differences of less than 10 percent were found within the nozzle core flow while in the boundary layer differences on the order of 20 percent were quite common.

Witte, David W.↗