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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 NTRS2002

The Role of Turbulence in Chemical and Dynamical Processes in the Near-Field Wake of Subsonic Aircraft

During this grant, covering the period from September 1998 to December 2001, we continued the investigation of the role of turbulent mixing in the wake of subsonic aircraft initiated in 1994 for NASA's Atmospheric Effects of Aviation Project. The goal of the research has been to provide sufficient understanding and quantitative analytical capability to assess the dynamical, chemical, and microphysical interactions in the near-field wake that have the greatest potential to influence the global atmospheric impact of the projected fleet of subsonic aircraft. Through large-eddy simulations we have shown that turbulence in the early wake dynamics can have a strong effect on both the ice microphysics of contrail evolution and on wake chemistry. The wake vortex dynamics are the primary determinant of the vertical extent of the contrail; this together with the local wind shear largely determines the horizontal extent. The fraction of the initial ice crystals surviving the wake vortex dynamics, their spatial distribution, and the ice mass distribution are all sensitive to the aircraft type, assumed initial ice crystal number, and ambient humidity and turbulence conditions. Our model indicates that there is a significant range of conditions for which a smaller aircraft such as a B737 produces as significant a persistent contrail as a larger aircraft such as a B747, even though the latter consumes almost five times as much fuel. Large-eddy simulations of the near wake of a B757 provided a fine-grained chemical-dynamical representation of simplified NOx - HOx chemistry in wakes of ages from a few seconds to several minutes. By sampling the simulated data in a manner similar to that of in situ aircraft measurements it was possible to provide a likely explanation for a puzzle uncovered in the 1996 SUCCESS flight measurements of OH and HO2 The results illustrate the importance of considering fluid dynamics effects in interpreting chemistry results when mixing rates and species fluctuations are large, and demonstrate the feasibility of using 3D unsteady LES with coupled chemistry to study such phenomena.

Lewellen, D. C.↗
NASA NTRS1976

Vortex interactions in multiple vortex wakes behind aircraft

A flow visualization technique has been developed which allows the nature of lift-generated wakes behind aircraft models to be investigated. Several different configurations of a 0.61-m span model of a Boeing 747-type transport aircraft were tested to allow observation of typical vortex interactions and merging in multiple vortex wakes. The vortices were identified by emitting tracer dyes from selected locations on the model. Wing span loading and model attitude were found to effect both vortex motions within the wake and resulting far-field wake velocity. Landing gear deployment caused a far-field reformation of vorticity behind a model configuration which dissipated concentrated vorticity in the near-field wake. A modified landing configuration was developed which appeared to significantly alleviate the concentrated wake vorticity.

Ciffone, D. L.↗
NASA NTRS1997

Wake Vortex Field Measurement Program at Memphis, Tennessee: Data Guide

Eliminating or reducing current restrictions in the air traffic control system due to wake vortex considerations would yield increased capacity, decreased delays, and cost savings. Current wake vortex separation standards are widely viewed as very conservative under most conditions. However, scientific uncertainty about wake vortex behavior under different atmospheric conditions remains a barrier to development of an adaptive vortex spacing system. The objective of the wake vortex field measurement efforts during December, 1994 and August, 1995 at Memphis, TN were to record wake vortex behavior for varying atmospheric conditions and types of aircraft. This effort is part of a larger effort by the NASA Langley Research Center to develop an Aircraft Vortex Spacing System (AVOSS) as an element of the Terminal Area Productivity (TAP) program. The TAP program is being performed in concert with the FAA Terminal Air Traffic Control Automation (TATCA) program and ATC Automation. Wake vortex behavior was observed using a mobile continuous-wave (CW) coherent laser Doppler radar (lidar) developed at Lincoln Laboratory. This lidar features a number of improvements over previous systems, including the first-ever demonstration of an automatic wake vortex detection and tracking algorithm.

Campbell, S. D.↗
NASA NTRS1973

Airfoil wake vortex characteristics in the far field

Tangential and axial velocity profiles were measured in the far field wake vortices of several different airfoils. The results are summarized and discussed. A scanning laser velocimeter was used to obtain data up to 1000 chord lengths behind airfoils with rectangular, diamond-shaped, and swept wing planforms at several different angles of attack. The results show general agreement with wind tunnel measurements made in the near field. The results identify two separate flow regions for the dependence of vortex maximum tangential velocity on downstream distance; an inviscid region where the velocity remains constant after rollup to downstream distances of 200 chord lengths, and then a decay or viscous region that persisted to the limit of the test distance. The decay rates appear to be sensitive to both angle of attack and span loading. The maximum tangential velocity for downstream distances to 40 span lengths was reduced by a factor of 2 by changing from an elliptic (swept wing) or rectangular span loading to a triangular-like span loading (diamond-shaped planform wing). Measured axial velocity defects are shown to agree with those predicted by laminar theory.

Orloff, K. L.↗
NASA NTRS1996

Blunt body near wake flow field at Mach 6

Tests were conducted in a Mach 6 flow to examine the reattachment process of an axisymmetric free shear layer associated with the near wake of a 70 deg. half angle, spherically blunted cone with a cylindrical after body. Model angle of incidence was fixed at 0 deg. and free-stream Reynolds numbers based on body diameter ranged from 0.5 x 10(exp 6) to 4 x 10(exp 6). The sensitivity of wake shear layer transition on reattachment heating was investigated. The present perfect gas study was designed to compliment results obtained previously in facilities capable of producing real gas effects. The instrumented blunted cone model was designed primarily for testing in high enthalpy hypervelocity shock tunnels in both this country and abroad but was amenable for testing in conventional hypersonic blowdown wind tunnels as well. Surface heating rates were inferred from temperature - time histories from coaxial surface thermocouples on the model forebody and thin film resistance gages along the model base and cylindrical after body. General flow feature (bow shock, wake shear layer, and recompression shock) locations were visually identified by schlieren photography. Mean shear layer position and growth were determined from intrusive pitot pressure surveys. In addition, wake surveys with a constant temperature hot-wire anemometer were utilized to qualitatively characterize the state of the shear layer prior to reattachment. Experimental results were compared to laminar perfect gas predictions provided by a 3-D Navier Stokes code (NSHYP). Shear layer impingement on the instrumented cylindrical after body resulted in a localized heating maximum that was 21 to 29 percent of the forebody stagnation point heating. Peak heating resulting from the reattaching shear layer was found to be a factor of 2 higher than laminar predictions, which suggested a transitional shear layer. Schlieren flow visualization and fluctuating voltage time histories and spectra from the hot wire surveys across the shear layer substantiate this observation. The sensitivity of surface heating to forebody roughness was characterized for a reattaching shear layer. For example, at R(sub infinity), d = 4 x 10(exp 6), when the shear layer was transitional, the magnitude of peak heating from shear layer impingement was reduced by approximately 24 percent when transition grit was applied to the forebody. The spatial location of the local peak, however, remained unchanged.

Horvath, Thomas J.↗
NASA NTRS1997

Blunt Body Near-Wake Flow Field at Mach 10

Tests were conducted in a Mach 10 air flow to examine the reattachment process of a free shear layer associated with the near wake of a 70 deg half angle, spherically blunted cone having a cylindrical after body. The nominal free-stream Reynolds number based on model diameter ranged from 0.25 x l0(exp 6) to 1 x l0(exp 6) and the angle of incidence set at 0 and +/- 20 deg. The present study was designed to complement previously reported Mach 6 perfect air tests as well as results obtained in several hypervelocity facilities capable of producing real gas effects. Surface heating rates were inferred from temperature time histories from coaxial surface thermocouples on the model forebody and thin film resistance gages along the model base and cylindrical after body. Limited forebody, base, and support sting surface pressures were obtained with piezoresistive Experimental results are compared to laminar perfect gas predictions provided by a 3-0 Navier Stokes code (NSHYP). Shear layer impingement on the instrumented cylindrical after body resulted in a localized heating maximum that was 16 to 18percent of the forebody stagnation point and a factor of 2 higher than laminar predictions, suggesting a transitional or turbulent shear layer. transducers.

Horvath, Thomas↗
NASA NTRS1973

Study of the far wake vortex field generated by a rectangular airfoil in a water tank

Underwater towing experiments were carried out with a rectangular airfoil of aspect ratio 5.3 at 4 and 8 deg angles of attack and at chord-based Reynolds numbers between 2 x 100,000 and 7.5 x 100,000. Quantitative measurements by means of the hydrogen bubble technique indicated lower peak swirl velocities in the range of 100 to 1000 lenghts downstream than have been measured in wind tunnel of flight tests. The maximum circumferential velocity decayed whereas the turbulent eddy viscosity increased. This behavior and other known rates of vortex decay are explained in terms of an analytical solution for the vortex problem with time varying eddy viscosity. It is shown that this case corresponds to nonequilibrium turbulent vortex flow.

Lezius, D. K.↗
NASA NTRS1974

Far-field wake-vortex characteristics of wings

Velocity measurements have been made in the wake of wings that were being towed underwater. As the wake aged, measurements of the tangential and axial velocity profiles were made with a two-dimensional scanning laser velocimeter at downstream distances of 5 to 200 span lengths behind wings with different span loadings. The results identify two characteristic flow regions for the dependence of vortex maximum tangential velocity on downstream distance. The first, a region with little, if any, change in maximum tangential velocity, extends from wake rollup to downstream distances as great as 100 span lengths, depending on span loading and angle of attack. This is followed by a decay region in which the maximum tangential velocity decreases with downstream distance at rates nominally proportional to the inverse one-half power.

Ciffone, D. L.↗
NASA NTRS1977

Mariner 10 magnetic field observations of the Venus wake

Magnetic field measurements made over a 21-hour interval during the Mariner 10 encounter with Venus were used to study the down-stream region of the solar wind-Venus interaction over a distance of approximately 100 R sub v. For most of the day before closest approach the spacecraft was located in a sheath-like region which was apparently bounded by planetary bow shock on the outer side and either a planetary wake boundary or transient boundary-like feature on the inner side. The spacecraft made multiple encounters with the wake-like boundary during the 21-hour interval with an increasing frequency as it approached the planet. Each pass into the wake boundary from the sheath region was consistently characterized by a slight decrease in magnetic field magnitude, a marked increase in the frequency and amplitude of field fluctuations, and a systematic clockwise rotation of the field direction when viewed from above the plane of the planet orbit.

Lepping, R. P.↗
NASA NTRS1981

Dynamics of wakes downstream of wind turbine towers

The near field wakes downstream of circular cylinders and of 12 sided cylinders were surveyed in a wind tunnel. Local velocity and velocity deficit diagrams are presented. The variation of turbulence in the wake was surveyed and the frequency of the periodic component of wake motion was determined. Differences between wakes of circular cylinders and of 12 sided cylinders are discussed. Also effects of strakes, orientation of the 12 sided cylinders, and rounding of the corners are noted.

Snyder, M. H.↗
NASA NTRS2009

Interaction of Aircraft Wakes From Laterally Spaced Aircraft

Large Eddy Simulations are used to examine wake interactions from aircraft on closely spaced parallel paths. Two sets of experiments are conducted, with the first set examining wake interactions out of ground effect (OGE) and the second set for in ground effect (IGE). The initial wake field for each aircraft represents a rolled-up wake vortex pair generated by a B-747. Parametric sets include wake interactions from aircraft pairs with lateral separations of 400, 500, 600, and 750 ft. The simulation of a wake from a single aircraft is used as baseline. The study shows that wake vortices from either a pair or a formation of B-747 s that fly with very close lateral spacing, last longer than those from an isolated B-747. For OGE, the inner vortices between the pair of aircraft, ascend, link and quickly dissipate, leaving the outer vortices to decay and descend slowly. For the IGE scenario, the inner vortices ascend and last longer, while the outer vortices decay from ground interaction at a rate similar to that expected from an isolated aircraft. Both OGE and IGE scenarios produce longer-lasting wakes for aircraft with separations less than 600 ft. The results are significant because concepts to increase airport capacity have been proposed that assume either aircraft formations and/or aircraft pairs landing on very closely spaced runways.

Proctor, Fred H.↗
NASA NTRS2016

NASA AVOSS Fast-Time Models for Aircraft Wake Prediction: User's Guide (APA3.8 and TDP2.1)

NASA's current distribution of fast-time wake vortex decay and transport models includes APA (Version 3.8) and TDP (Version 2.1). This User's Guide provides detailed information on the model inputs, file formats, and model outputs. A brief description of the Memphis 1995, Dallas/Fort Worth 1997, and the Denver 2003 wake vortex datasets is given along with the evaluation of models. A detailed bibliography is provided which includes publications on model development, wake field experiment descriptions, and applications of the fast-time wake vortex models.

Ahmad, Nash'at N.↗
NASA NTRS1998

Turbulence Measurements on a Flap-Edge Model

Turbulence measurements have been made on a flap-edge and leading-edge slat model using hot-wire anemometry, and, later, particle image velocimetry. The properties of hot-wire anemometry were studied using facilities at NASA Ames Research Center. Hot-film probes were used because of their durability, but cross-films were limited by non-linear end effects. As a warm-up exercise, hot-film probes were used to measure velocities in the farfield wake of a cylinder with an airfoil in the near-field wake. The airfoil reduced the drag coefficient of the system by 10%. A single-wire hot-film probe was used to measure velocity profiles over the top of a NACA 63(sub 2)-215 Mod. B wing with a Fowler flap and leading,-edge slat. Results showed the size of slat wake was dependent upon the slat deflection angle. Velocity increased through the slat gap with increased deflection. The acoustically modified slat decreased the chance of separation. Measurements were taken at the flap edge with a single hot-film. Trends in the data indicate velocity and turbulence levels increase at the flap edge. The acoustically modified flap modifies the mean flow near the flap edge. Correlations were made between the hot-film signal and the unsteady pressure transducers on the wing which were published in a NASA CDTM. The principles of Particle Image Velocimetry (PIV) were studied at Florida State University. Spectral PIV was used to measure the spectra of a subsonic jet. Measured frequencies were close to the predicted frequency of jet shedding. Spectral PIV will be used to measure the spectra of the slat flow in the second 7 x lO-ft. wind tunnel test. PIV has an advantage that it can measure velocity and spectra of the entire flowfield instantaneously. However, problems arise when trying, to store this massive amount of PIV data. Support for this research has continued through a NASA Graduate Student Program Fellowship which will end in June 1999. The thesis should be completed by this time.

Moriarty, Patrick↗