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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 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1939

Tests of Airfoils Designed to Delay the Compressibility Burble

Development of airfoil sections suitable for high-speed applications has generally been difficult because little was known of the flow phenomenon that occurs at high speeds. A definite critical speed has been found at which serious detrimental flow changes occur that lead to serious losses in lift and large increases in drag. This flow phenomenon, called the compressibility burble, was originally a propeller problem, but with the development of higher speed aircraft serious consideration must be given to other parts of the airplane. Fundamental investigations of high-speed airflow phenomenon have provided new information. An important conclusion of this work has been the determination of the critical speed, that is, the speed at which the compressibility burble occurs. The critical speed was shown to be the translational velocity at which the sum of the translational velocity and the maximum local induced velocity at the surface of the airfoil or other body equals the local speed of sound. Obviously then higher critical speeds can be attained through the development of airfoils that have minimum induced velocity for any given value of the lift coefficient. Presumably, the highest critical speed will be attained by an airfoil that has uniform chordwise distribution of induced velocity or, in other words, a flat pressure distribution curve. The ideal airfoil for any given high-speed application is, then, that form which at its operating lift coefficient has uniform chordwise distribution of induced velocity. Accordingly, an analytical search for such airfoil forms has been conducted and these forms are now being investigated experimentally in the 23-inch high-speed wind tunnel. The first airfoils investigated showed marked improvement over those forms already available, not only as to critical speed buy also the drag at low speeds is decreased considerably. Because of the immediate marked improvement, it was considered desirable to extend the thickness and lift coefficient ranges for which the original forms had been designed before further extending the investigation.

Stack, John↗
NASA NTRS1989

Evolution of the Orszag-Tang vortex system in a compressible medium. I - Initial average subsonic flow

The results of fully compressible, Fourier collocation, numerical simulations of the Orszag-Tang vortex system are presented. The initial conditions for this system consist of a nonrandom, periodic field in which the magnetic and velocity field contain X points but differ in modal structure along one spatial direction. The velocity field is initially solenoidal, with the total initial pressure field consisting of the superposition of the appropriate incompressible pressure distribution upon a flat pressure field corresponding to the initial, average Mach number of the flow. In these numerical simulations, this initial Mach number is varied from 0.2-0.6. These values correspond to average plasma beta values ranging from 30.0 to 3.3, respectively. It is found that compressible effects develop within one or two Alfven transit times, as manifested in the spectra of compressible quantities such as the mass density and the nonsolenoidal flow field. These effects include (1) a retardation of growth of correlation between the magnetic field and the velocity field, (2) the emergence of compressible small-scale structure such as massive jets, and (3) bifurcation of eddies in the compressible flow field. Differences between the incompressible and compressible results tend to increase with increasing initial average Mach number.

Dahlburg, R. B.↗
DOE OSTI2022

Modeling the hydrodynamic impact on the tool influence function during hemispherical subaperture optical polishing

To fabricate high-precision and accurate optics relative to the optical design surface, a high level of deterministic control of material removal (i.e., the tool influence function, TIF) during subaperture tool polishing is required. In this study, a detailed analysis of the pressure distribution, which is a key component of the TIF, has been performed using finite element analysis to couple together solid mechanics and fluid dynamics. Modeling experimental parameters of recently published work reveals that, when considering tool deformation, which in turn influences the fluid film thickness between the tool and workpiece, the effective pressure profile has a flat-top distribution. This flat-top pressure profile differs from the parabolic pressure distributions predicted by Hertzian mechanics. Furthermore, the shear contribution is shown here to be a key contributor to material removal, inducing the removal at the periphery of the contact edge and even outside the generally accepted contact area. Finally, the simulated fluid velocities provide evidence of mixed-mode contact polishing, supporting recent experimental findings that also suggest that onset of hydroplaning contributions lead to material removal drop-off.

36 MATERIALS SCIENCE↗
NASA NTRS1956

Investigation of Vertical Drag and Periodic Airloads Acting on Flat Panels in a Rotor Slipstream

Tests have been conducted on the Langley helicopter test tower to determine the vertical drag and pressure distributions on flat panels mounted below a helicopter rotor. Calculations of the vertical drag by use of a strip-analysis procedure outlined in the paper and the assumption of a fully contracted wake agreed well with the experimental results over the range from 0.2 to 0.64 rotor radius beneath the plane of zero flapping. The pressure increase caused by the passage of the blade over the panel is a maximum at about the 0.8 radius spanwise station. At this station, the pressure decreases from 10 times the disk loading per blade at 0.05 radius beneath the rotor plane of zero flapping to one-half of the disk loading per blade at 0.64 radius beneath the plane of zero flapping.

LOADS - ROTATING WINGS↗
NASA NTRS1987

Pressure field due to drag reducing outer layer devices in turbulent boundary layers

The wall static pressure in the vicinity of drag reducing outer layer devices in flat wall turbulent boundary layers has been measured and compared with an inviscid theory. Symmetric and cambered airfoil devices have been examined at small angles of attack and very low chord Reynolds numbers. Airfoil devices impose a sequence of strong favorable and adverse pressure gradients on the boundary layer whose drag is to be reduced. At very small angles of attack (+ or - 2 deg), this pressure field extends up to about three chord lengths downstream of the trailing edge of an airfoil device. Also examined are the pressures on the upper and lower surfaces of a symmetric airfoil device in the freestream and near the wall. The freestream pressure distribution around an airfoil section is altered by the wall proximity. The relevance of lift enhancement caused by wall proximity to drag reduction has been discussed. The pressure distributions on the flat wall beneath the symmetric airfoil devices are predicted well by the inviscid theory. However, the remaining pressure distributions are predicted only qualitatively, presumably because of strong viscous effects.

Bandyopadhyay, P. R.↗
DOE OSTI2023

Structure of pressure-gradient-driven current singularity in ideal magnetohydrodynamic equilibrium

Abstract Singular currents typically appear on rational surfaces in non-axisymmetric ideal magnetohydrodynamic (MHD) equilibria with a continuum of nested flux surfaces and a continuous rotational transition. These currents have two components: a surface current (Dirac δ -function in flux surface labeling) that prevents the formation of magnetic islands, and an algebraically divergent Pfirsch–Schlüter current density when a pressure gradient is present across the rational surface. On flux surfaces adjacent to the rational surface, the traditional treatment gives the Pfirsch–Schlüter current density scaling as J ∼ 1 / Δ ι , where Δ ι is the difference of the rotational transform relative to the rational surface. If the distance s between flux surfaces is proportional to Δ ι , the scaling relation J ∼ 1 / Δ ι ∼ 1 / s will lead to a paradox that the Pfirsch–Schlüter current is not integrable. In this work, we investigate this issue by considering the pressure-gradient-driven singular current in the Hahm–Kulsrud–Taylor problem, which is a prototype for singular currents arising from resonant magnetic perturbations. We show that not only the Pfirsch–Schlüter current density but also the diamagnetic current density are divergent as ∼ 1 / Δ ι . However, due to the formation of a Dirac δ -function current sheet at the rational surface, the neighboring flux surfaces are strongly packed with s ∼ ( Δ ι ) 2 . Consequently, the singular current density J ∼ 1 / s , making the total current finite, thus resolving the paradox. Furthermore, the strong packing of flux surfaces causes a steepening of the pressure gradient near the rational surface, with ∇ p ∼ d p / d s ∼ 1 / s . In general non-axisymmetric MHD equilibrium, contrary to Grad’s conjecture that the pressure profile is flat around densely distributed rational surfaces, our result suggests a pressure profile that densely steepens around them.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
NASA NTRS1986

Wind tunnel tests of rotor blade sections with replications of ice formations accreted in hover

Full scale reproductions of ice accretions molded during the documentation of a hover test program were fabricated by means of epoxy castings and used for a wind tunnel test program. Surface static pressure distributions were recorded and used to evaluate lift and pitching moment increments while drag was determined by wake surveys. Through the range of the tests, corresponding to those conditions encountered in hover and in flat pitch, integration of the pressure distributions showed negligible changes in lift and in pitching moment, but the drag was significantly increased.

Lee, J. D.↗
NASA NTRS2002

The NASA Low-Pressure Turbine Flow Physics Program: A Review

An overview of the NASA Glenn Low-Pressure Turbine (LPT) Flow Physics Program will be presented. The flow in the LPT is unique for the gas turbine. It is characterized by low Reynolds number and high freestream turbulence intensity and is dominated by interplay of three basic mechanisms: transition, separation and wake interaction. The flow of most interest is on the suction surface, where large losses are generated due to separation. The LPT is a large, multistage, heavy, jet engine component that suffers efficiency degradation between takeoff and cruise conditions due to decrease in Reynolds number with altitude. The performance penalty is around 2 points for large commercial bypass engines and as much as 7 points for small, high cruise altitude, military engines. The gas-turbine industry is very interested in improving the performance of the LPT and in reducing its weight, part count and cost. Many improvements can be accomplished by improved airfoil design, mainly by increasing the airfoil loading that can yield reduction of airfoils and improved performance. In addition, there is a strong interest in reducing the design cycle time and cost. Key enablers of the needed improvements are computational tools that can accurately predict LPT flows. Current CFD tools in use cannot yet satisfactorily predict the unsteady, transitional and separated flow in the LPT. The main reasons are inadequate transition & turbulence models and incomplete understanding of the LPT flow physics. NASA Glenn has established its LPT program to answer these needs. The main goal of the program is to develop and assess models for unsteady CFD of LPT flows. An approach that consists of complementing and augmenting experimental and computational work elements has been adopted. The work is performed in-house and by several academic institutions, in cooperation and interaction with industry. The program was reviewed at the Minnowbrook II meeting in 1997. This review will summarize the progress that was made since and will introduce newly started projects. The LPT program is focused on three areas: acquisition of experimental and numerical databases and on modeling and computation. Priority was initially given to experiments. There are three classes of experiments: simulated LPT passages, linear cascade, both with and without wakes, and low-speed rotating rig. They are being conducted as follows: At NASA GRC on a flat surface with blade pressure distribution, at the US Naval Academy on a curved surface. The addition of wakes is studied at the University of Minnesota in a curved passage with a retractable wake generator, and at Texas A&M University in a linear cascade with continuously running wake generator. The pressure distribution of the Pratt & Whitney blade 'Pak B' is used in all these experiments. Experiments have been performed also in the GEAE Low-Speed Rotating Turbine (LSRT) rig with GE-designed airfoils. Work on numerically generated database is in progress at the University of Kentucky, using the DNS/LES code LESTool developed there. Turbulence/transition model assessment and development is performed also at the University of Kentucky, where a new intermittency transport model was developed and many experimental test cases have been numerically computed. Assessments of models using simulations of multistage LPT experiments were performed at Virginia Commonwealth University using the Corsair code. Work on suction surface separation delay, using passive and active flow-control, has also been initiated. Following the overview, Principal Investigators attending the workshop will present in detail several of the projects supported by NASA.

Ashpis, David E.↗
NASA NTRS1961

A Method of Determining Aerodynamic-Influence Coefficients from Wind-Tunnel Data for Wings at Supersonic Speeds

A method is described for determining aerodynamic-influence coefficients from wind-tunnel data for calculating the steady-state load distribution on a wing with arbitrary angle-of-attack distribution at supersonic speeds. The method combines linearized theory with empirical adjustments in order to give accurate results over a wide range of angles of attack. The experimented data required are pressure distributions measured on a flat wing of the desired planform at the desired Mach number and over the desired range of angles of attack. The method has been tested by applying it to wind-tunnel data measured at Mach numbers of 1.61 and 2.01 on wings of the same planform but of different surface shapes. Influence coefficients adjusted to fit the flat wing gave good predictions of the spanwise and chord-wise distributions of loadings measured on twisted and cambered wings.

Gainer, Patrick A.↗
NASA NTRS1988

Design philosophy of long range LFC transports with advanced supercritical LFC airfoils

The achievement of 70 percent laminar flow using modest boundary layer suction on the wings, empennage, nacelles, and struts of long-range LFC transports, combined with larger wing spans and lower span loadings, could make possible an unrefuelled range halfway around the world up to near sonic cruise speeds with large payloads. It is shown that supercritical LFC airfoils with undercut front and rear lower surfaces, an upper surface static pressure coefficient distribution with an extensive low supersonic flat rooftop, a far upstream supersonic pressure minimum, and a steep subsonic rear pressure rise with suction or a slotted cruise flap could alleviate sweep-induced crossflow and attachment-line boundary-layer instability. Wing-mounted superfans can reduce fuel consumption and engine tone noise.

Pfenninger, Werner↗