Subsonic Flow of Air Through a Single-stage and a Seven-stage Compressor
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Wu, Chung-Hua↗
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Method of reducing drag in aerodynamic systems
In the present method, boundary layer thickening is combined with laminar flow control to reduce drag. An aerodynamic body is accelerated enabling a ram turbine on the body to receive air at velocity V sub 0. The discharge air is directed over an aft portion of the aerodynamic body producing boundary layer thickening. The ram turbine also drives a compressor by applying torque to a shaft connected between the ram turbine and the compressor. The compressor sucks in lower boundary layer air through inlets in the shell of the aircraft producing laminar flow control and reducing drag. The discharge from the compressor is expanded in a nozzle to produce thrust.
Hrach, Frank J.↗
An Experimental Investigation of NACA Submerged-Duct Entrances
The results of a preliminary investigation of submerged duct entrances are presented. It is shown that an entrance of this type possess desirable critical speed and pressure recovery characteristics when used on a fuselage or nacelle in a region of low incremental velocity and thin boundary layer. The data obtained indicate that submerged entrances are most suitable for use with internal-flow systems which diffuse the air only a small amount: for example, those used with jet motors which have axial-flow compressors. Where complete diffusion of the air is required, fuselage-nose or wing leading edge inlets may prove to be superior. The results of the investigation have been prepared in such a form as to permit their use by a designer and the application of these data to a specific design is discussed.
Frick, Charles W.↗
Thermal Modeling of a Compressor for CO2 Removal in the International Space Station
Contaminant removal technology, such as the Carbon Dioxide Removal Assembly (CDRA) on the International Space Station (ISS), is critical to Environmental Control and Life Support Systems (ECLSS), which enable humans to live and work in outer space. The CDRA includes an adsorbent bed, which absorbs CO2 from the cabin air and releases it to a Sabatier reactor for water production when thermally cycled. An effective system would heat and cool the adsorbent quickly and uniformly to maximize the amount of CO2 removed from the cabin and delivered to the Sabatier reactor. Air-Cooled Temperature Swing Adsorption Compressors (AC-TSAC) are promising for use downstream of the CDRA because they are a simple alternative to more mechanically-complex compressors, which are currently in use on the ISS. A thermal model of the AC-TSAC was created in COMSOL and validated by comparing the model outputs to experimental data for the heating phase of the cycle. Subsequently, several design trades and performance sensitivities were conducted, including bed geometry (rectangular vs. cylindrical), bed structural material (i.e., the material that makes up the walls and shelves), thermal conductivity of the adsorbent material and bed structural materials, and the input power for heating. The results from these studies will inform the design of the next generation of the AC-TSAC, and the thermal modeling results will be further validated through testing.
Hannah Alpert↗
Thermal Modeling of a Compressor for CO2 Removal in the International Space Station
Contaminant removal technology, such as the Carbon Dioxide Removal Assembly (CDRA) on the International Space Station (ISS), is critical to Environmental Control and Life Support Systems (ECLSS), which enable humans to live and work in outer space. The CDRA includes an adsorbent bed, which absorbs CO2 from the cabin air and releases it to a Sabatier reactor for water production when thermally cycled. An effective system would heat and cool the adsorbent quickly and uniformly to maximize the amount of CO2 removed from the cabin and delivered to the Sabatier reactor. Air-Cooled Temperature Swing Adsorption Compressors (AC-TSAC) are promising for use downstream of the CDRA because they are a simple alternative to more mechanically-complex compressors, which are currently in use on the ISS. A thermal model of the AC-TSAC was created in COMSOL and validated by comparing the model outputs to experimental data for the heating phase of the cycle. Subsequently, several design trades and performance sensitivities were conducted, including bed geometry (rectangular vs. cylindrical), bed structural material (i.e., the material that makes up the walls and shelves), thermal conductivity of the adsorbent material and bed structural materials, and the input power for heating. The results from these studies will inform the design of the next generation of the AC-TSAC, and the thermal modeling results will be further validated through testing.
Hannah Alpert↗
Energy storage by compressed air
The feasibility of windpower energy storage by compressed air is considered. The system is comprised of a compressor, a motor, and a pump turbine to store air in caverns or aquifiers. It is proposed that storage of several days worth of compressed air up to 650 pounds per square inch can be used to push the aquifier up closer to the container dome and thus initiate piston action by simply compressing air more and more. More energy can be put into it by pressure increase or pushing back the water in the aquifier. This storage system concept has reheat flexibility and lowest cost effectiveness.
Szego, G. C.↗
Deicing System Protects General Aviation Aircraft
Kelly Aerospace Thermal Systems LLC worked with researchers at Glenn Research Center on deicing technology with assistance from the Small Business Innovation Research (SBIR) program. Kelly Aerospace acquired Northcoast Technologies Ltd., a firm that had conducted work on a graphite foil heating element under a NASA SBIR contract and developed a lightweight, easy-to-install, reliable wing and tail deicing system. Kelly Aerospace engineers combined their experiences with those of the Northcoast engineers, leading to the certification and integration of a thermoelectric deicing system called Thermawing, a DC-powered air conditioner for single-engine aircraft called Thermacool, and high-output alternators to run them both. Thermawing, a reliable anti-icing and deicing system, allows pilots to safely fly through ice encounters and provides pilots of single-engine aircraft the heated wing technology usually reserved for larger, jet-powered craft. Thermacool, an innovative electric air conditioning system, uses a new compressor whose rotary pump design runs off an energy-efficient, brushless DC motor and allows pilots to use the air conditioner before the engine even starts
Source record↗
Development of gas-to-gas lift pad dynamic seals, volumes 1 and 2
Dynamic tests were performed on self acting (hydrodynamic) carbon face rotary shaft seals to assess their potential, relative to presently used labyrinth seals, for improving performance of aircraft gas turbine engines by reducing air leakage flow rate at compressor end seal locations. Three self acting bearing configurations, designed to supply load support at the interface of the stationary carbon seal and rotating seal race, were tested. Two configurations, the shrouded taper and shrouded flat step, were incorporated on the face of the stationary carbon seal element. The third configuration, inward pumping spiral grooves, was incorporated on the hard faced surface of the rotating seal race. Test results demonstrated seal leakage air flow rates from 75 to 95% lower that can be achieved with best state-of-the-art labyrinth designs and led to identification of the need for a more geometrically stable seal design configuration which is presently being manufactured for subsequent test evaluation.
Pope, A. N.↗
Preliminary Results of an Altitude-Wind-Tunnel Investigation of a TG-100A Gas Turbine-Propeller Engine: Compressor and Turbine Performance Characteristics - 4
As part of an investigation of the performance and operational characteristics of the TG-100A gas turbine-propeller engine, conducted in the Cleveland altitude wind tunnel, the performance characteristics of the compressor and the turbine were obtained. The data presented were obtained at a compressor-inlet ram-pressure ratio of 1.00 for altitudes from 5000 to 35,000 feet, engine speeds from 8000 to 13,000 rpm, and turbine-inlet temperatures from 1400 to 2100R. The highest compressor pressure ratio was 6.15 at a corrected air flow of 23.7 pounds per second and a corrected turbine-inlet temperature of 2475R. Peak adiabatic compressor efficiencies of about 77 percent were obtained near the value of corrected air flow corresponding to a corrected engine speed of 13,000 rpm. This maximum efficiency may be somewhat low, however, because of dirt accumulations on the compressor blades. A maximum adiabatic turbine efficiency of 81.5 percent was obtained at rated engine speed for all altitudes and turbine-inlet temperatures investigated.
Wallner, Lewis E.↗
Single-Stage, 3.4:1-Pressure-Ratio Aspirated Fan Developed and Demonstrated
Researchers are constantly pursuing technologies that will increase the performance of gas turbine engines. The aspirated compressor concept discussed here would allow the compression system to perform its task with about one-half of the compressor blades. To accomplish this, the researchers applied boundary layer control to the blades, casing, and hub. This method of boundary layer control consisted of removing small amounts of air from the main flow path at critical areas of the compressor. This bleed air could be used by other systems such as engine cooling or could be re-injected into lower pressure areas that require air for enhanced performance. This effort was initiated by the Massachusetts Institute of Technology (MIT) in response to a solicitation from the Defense Advanced Research Projects Agency (DARPA) who sought to advance research in flow control technology. The NASA Glenn Research Center partnered with MIT (principal investigator), Honeywell Aircraft Engines (cycle analysis, structural analysis, and mechanical design), and Pratt & Whitney (cycle analysis and aero-analysis) to conceptualize, design, analyze, build, and test the aspirated fan stage. The aero-design and aero-analysis of this fan stage were jointly executed by MIT and Glenn to minimize the amount of bleed flow needed and to maintain the highest efficiency possible (ref. 1). Mechanical design issues were complicated by the need to have a shrouded rotor with hollow blades, with rotor stress levels beyond the capabilities of titanium. The high stress issues were addressed by designing a shroud that was filament wound with a carbon fiber/epoxy matrix, resulting in an assembly that was strong enough to handle the high stresses. Both the rotor (preceding photographs) and stator (following photograph) were fabricated in two halves and then bolted together at the hub and tip, permitting the bleed passages to be machined into each half before assembly.
Braunscheidel, Edward P.↗
Development of compressor end seals, stator interstage seals, and stator pivot seals in advanced air breathing propulsion systems Semiannual report, 1 Jan. - 30 Jun. 1968
Development of low leakage rate seals for advanced air breathing engines
Hawkins, R. M.↗
Development of compressor end seals, stator interstage seals, and interior pivot seals in advanced air breathing propulsion systems Semiannual report, 30 Jun. - 31 Dec. 1968
Design and performance of seal test equipment
Hawkins, R. M.↗
Development of compressor end seals stator interstage seals, and stator pivot seals in advanced air breathing propulsion systems. Part 1: Screening studies and analysis
Design and characteristics of 28-inch diameter seals for air breathing propulsion systems - Part 1
Hawkins, R. M.↗
Effect of Inlet-air-flow Distortions on Steady-state Performance of J65-B-3 Turbojet Engine
The effects of inlet-air-flow distortions on the performance of the J65-B-3 turbojet engine were determined over a range of altitudes from 15,000 to 50,000 feet at a flight Mach number of 0.8. Radial inlet-air-flow distortions apparently do not affect the radial distribution of pressure after the first few compressor stages, while the circumferential inlet-air-flow distortion carried completely through the engine. For the distortions investigated, at rated exhaust-gas temperature and fixed-area exhaust-nozzle operation, the primary effect of the radial inlet-air-flow distortions was to reduce the engine air flow, and the primary effect of the circumferential distortion was to impose a temperature profile on the turbine, both resulting in reduction of thrust.
Smith, Ivan D↗
OMC Compressor Case
This report summarizes efforts expended in the development of an all-composite compressor case. Two pre-production units have been built, one utilizing V-CAP and one utilizing AFR-700B resin systems. Both units have been rig tested at elevated temperatures well above design limit loads. This report discusses the manufacturing processes, test results, and Finite Element Analysis performed. The V-CAP unit was funded by NASA-Lewis Research Center in 1994 under contract number NAS3- 27442 for Development of an All-Composite OMC Compressor Case. This contract was followed by an Air Force study in 1996 to build and identical unit using the AFR-700B resin system in place of the V-CAP system. The second compressor case was funded under U.S. Air Force contract F33615-93-D-5326, Advanced Materials for Aerospace Structures Special Studies (AMAS3), Delivery Order 0021 entitled "Advanced Polymeric Composite Materials and Structures Technology for Advanced High Temperature Gas Turbine Engines.' Initial studies using the V-CAP resin system were undertaken in 1993 under a NASA Lewis contract (NAS3-26829). A first prototype unit was developed in a joint program between Textron-Lycoming (now Allied Signal) and Brunswick (now Lincoln Composites). This unit included composite end closures using low density, high temperature molded end closures. The units was similar in size and shape to a titanium case currently used on the PT-21 0 engine and was funded as part of the integrated High Performance Turbine Engine Technology (EHPTET) initiative of DOD and NASA.
Humphrey, W. Donald↗
Aircraft cabin ozone measurements on B747-100 and B747-SP aircraft: Correlations with atmospheric ozone and ozone encounter statistics
Simultaneous measurements of atmospheric (outside) ozone concentration and ozone levels in the cabin of the B747-100 and B747-SP airliners were made by NASA to evaluate the aircraft cabin ozone contamination problem. Instrumentation on these aircraft measured ozone from an outside probe and at one point in the cabin. Average ozone in the cabin of the B747-100 was 39 percent of the outside. Ozone in the cabin of the B747-SP measured 82 percent of the outside, before corrective measures. Procedures to reduce the ozone in this aircraft included changes in the cabin air circulation system, use of the high-temperature 15th stage compressor bleed, and charcoal filters in the inlet cabin air ducting, which as separate actions reduced the ozone to 58, 19 and 5 percent, respectively. The potential for the NASA instrumented B747 aircraft to encounter high levels of cabin ozone was derived from atmospheric oxone measurements on these aircraft. Encounter frequencies for two B747-100's were comparable even though the route structures were different. The B747-SP encountered high ozone than did the B747-100's.
Perkins, P. J.↗
Data From Experiments on Bubbling Fluidization of Zeolite in a Rectangular Bubbling Fluidized Bed
Fluidization experiments were conducted in a lab-scale rectangular bubbling fluidized bed with the objective of generating a high-quality dataset for model validation and artificial intelligence/machine learning (AI/ML) training. Zeolite was chosen as the bed material, and the fluidizing medium was air as supplied by a compressor. Three different flow rates at the inlet were chosen such that the particles were fluidized but not elutriated from the system. The test matrix involved randomization and replicates to provide uncertainty estimates as well as four different batches of zeolite as the bed material. The quantities of interest obtained from this study were statistics of differential pressures, interface heights, and particle velocities. Considering all the components of the elaborate test plan, the results obtained were consistent and reproducible. Characterization tests were performed to estimate particle properties including size, density, coefficient of friction, coefficient of restitution, and minimum fluidization velocity. In addition, the angle of repose from granular discharge experiments has been reported to account for rolling friction, though its effect on the overall process is expected to be negligible.
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
Relative susceptibility of titanium alloys to hot-salt stress-corrosion
Susceptibility of titanium alloys to hot-salt stress-corrosion cracking increased as follows: Ti-2Al-11Sn-5Zr-0.2Si(679), Ti-6Al-2Sn-4Zr-2Mo(6242), Ti-6Al-4V(64), Ti-6Al-4V-3Co(643), Ti-8Al-1Mo-1V(811), and Ti-13V-11Cr-3A1(13-11-3). The Ti-5Al-6Sn-2Zr-1Mo-0.25Si(5621S) alloy was both the least and most susceptible depending on heat treatment. Such rankings can be drastically altered by heat-to-heat and processing variations. Residual compressive stresses and cyclic exposures also reduce susceptibility to stress-corrosion. Simulated turbine-engine compressor environmental variables such as air velocity, pressure, dewpoint, salt concentration, and salt deposition temperature have only minor effects. Detection of substantial concentrations of hydrogen in all corroded alloys confirmed the existence of a hydrogen embrittlement mechanism.
Gray, H. R.↗