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A preliminary investigation has been conducted to determine the effects of jet blast, at low ambient pressures, on a surface covered with loose particles. Tests were conducted on configurations having from one to four nozzles at 0, 10, 20, and 30 degree cant angles and heights of 2 and 4 inches above the particle-covered surface.
A theoretical method has been developed to predict the longitudinal aerodynamic characteristics of engine-wing-flap combinations with externally blown flaps (EBF) and upper surface blowing (USB) high lift devices. Potential flow models of the lifting surfaces and the jet wake are combined to calculate the induced interference of the engine wakes on the lifting surfaces. The engine wakes may be circular, elliptic, or rectangular cross-sectional jets, and the lifting surfaces are comprised of a wing with multiple-slotted trailing-edge flaps or a deflected trailing-edge Coanda surface. Results are presented showing comparisons of measured and predicted forces, pitching moments, span-load distributions, and flow fields.
Two-dimensional arrays of circular air jets impinging on a heat transfer surface parallel to the jet orifice plate are considered. The jet flow, after impingement, is constrained to exit in a single direction along the channel formed by the jet orifice plate and the heat transfer surface. In addition to the crossflow which originates from the jets following impingement, an initial crossflow is present which approaches the array through an upstream extension of the channel. The temperature of the initial crossflow air may differ from the jet air temperature. The configurations considered are intended to model the impingement cooled midchord region of gas turbine airfoils in cases where an initial crossflow is also present. Nusselt numbers and dimensionless adiabatic wall temperatures resolved to one streamwise jet hole spacing were experimentally determined for ratios of the initial crossflow rate to the total jet flow rate ranging from zero to unity. These are presented and discussed relative to the flow and geometric parameters.
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This study includes the design, validation, and fabrication via direct metal laser sintering (DMLS) of a gas turbine nozzle guide vanes (NGV) that incorporates three innovative cooling schemes specifically enabled by additive manufacturing. The novel NGV design is the culmination of an extensive research and development effort over a period of 4 years that included low- and high-speed cascade testing coupled with unsteady computational fluid dynamics for numerous candidate innovative cooling architectures. The final vane design (SJ-vane) consists of sweeping jet (SJ) film cooling holes on the suction surface (SS), sweeping jet impingement holes at the leading edge and double-wall partial length triangular pin-fin with impinging jet at the trailing edge. For comparison purposes, a second DMLS enabled vane (777-vane) was designed and fabricated with prototypical cooling circuits to serve as a baseline. This vane consists of a shaped film cooling holes on the suction surface, circular impingement holes at the leading edge, and full-length cylindrical pin-fins at the trailing edge. Experiments with the two DMLS enabled vanes were performed at the Ohio State University Turbine Reacting Flow Rig (TuRFR) at engine-relevant temperature (1375 K) and Mach number conditions. Infrared (IR) thermography was utilized to measure the wall temperature of the pressure and suction surface at several coolant mass flowrates to estimate the overall cooling effectiveness (ϕ). Results showed improved cooling performance for the advanced cooling schemes (sweeping jet film cooling, impingement cooling, and triangular pin-fin cooling) compared with the baseline cooling schemes.
This presentation summarizes the application of machine learning to jet noise data in an effort to predict the resulting noise from the interaction between a jet and a hard surface. The Aero-Acoustic Propulsion Laboratory at the NASA Glenn Research Center has acquired the noise resulting from the interaction between a jet and metal plate over a range of surface placements (e.g. plate lengths and positions) and a range of jet flow configurations. For each configuration, the noise was measured at 24 observer locations via a microphone array centered around the jet nozzle. An artificial neural network developed with Keras and TensorFlow was trained on the data to predict an 88-band spectrum as a function of surface placement, jet conditions, and observer location. Analysis of the machine learning models provide insight into which experimental parameters contribute more to the noise and which parameters could potentially be removed entirely to simplify future experiments. Preliminary results will be discussed and presented via a live demonstration of the software, which outputs a sound spectrum in real-time with user-inputted jet-surface configurations.
Two-dimensional arrays of circular jets of air impinging on a heat transfer surface parallel to the jet orifice plate are considered. The air, after impingement, is constrained to exit in a single direction along the channel formed by the surface and the jet plate. The downstream jets are subjected to a crossflow originating from the upstream jets. Experimental and theoretical results obtained for streamwise distributions of jet and crossflow velocities are presented and compared. Measured Nusselt numbers resolved to one streamwise hole spacing are correlated with individual spanwise row jet Reynolds numbers and crossflow-to-jet velocity ratios. Correlations are presented for both inline and staggered hole patterns including effects of geometric parameters: streamwise hole spacing, spanwise hole spacing, and channel height, normalized by hole diameter. The physical mechanisms influencing heat transfer coefficients as a function of flow distribution and geometric parameters are also discussed.
The objective of this research effort was to explore innovative cooling architectures enabled by additive manufacturing techniques for improved turbine cooling performance. The ability to create complex internal geometries was leveraged to better distribute coolant as well as to integrate inherently unstable flow devices to enhance internal and external heat transfer. This was accomplished with a multi-faceted approach including analytical, experimental, and computational components. This final report documents progress during the total 4.25 year effort that was extended (at no additional cost) from the original 3-year cooperative agreement. Prior to starting the project, significant effort was invested in investigating innovative cooling designs from the open literature. When the project started, we quickly down-selected to 4 configurations: impingement jet fluidic oscillators (for internal leading edge cooling), reverse film cooling (for pressure surface), sweeping film cooling jets (for suction surface), and trailing edge slot cooling with microchannels. During the 2nd year, the reverse film cooling design was shown to be sub-optimal and work on that topic was halted. The three remaining technologies were integrated into a large scale nozzle guide vane and installed into a low-speed linear cascade facility for further interrogation. Initial results showed the sweeping film cooling jets (on the suction surface) to be the most promising technology compared to a baseline diffusion shaped film hole (777 design). The benefit was particularly evident at high blowing ratios (>1.5) when the 777 coolant film separated from the downstream surface. Benefits were also evident at elevated freestream turbulence levels. The leading edge cooling with unsteady jets was less effective in terms of peak or average cooling – however it was superior to round hole impingement cooling in terms of spatial uniformity. Finally, the trailing edge cooling design with micro-channels was scrapped in favor of a pinned arrangement with centerbody. During the 3rd year, the same three technologies were integrated into a transonic linear cascade for an assessment of compressibility effects. Again, the sweeping film cooling jets proved superior at high blowing ratios while the unsteady leading edge impingement and trailing edge pin-fins with centerbody designs yielded mixed results. Finally, during the 4th and final year, these 3 technologies were integrated into a direct metal laser sintered (DMLS) nozzle guide vane for testing in a high temperature, transonic annular vane cascade. The facility matches the flow temperature, Mach number, and coolant pressure ratios of an actual gas turbine. Before doing this, an additional series of tests were completed to validate a redesigned trailing edge cooling architecture. This final design included a centerbody with triangular pins between the centerbody and the vane external skin. The majority of these triangular pins are fabricated with a 30% gap to the centerbody – reducing their pressure drop considerably while still providing excellent heat transfer augmentation. This additional test campaign required an additional 3-month extension request to complete testing in the high temperature NGV test facility (Turbine Reacting Flow Rig – TuRFR). Testing of the DMLS vane in TuRFR pitted the 3 innovative cooling technologies against more traditional technologies (shaped 777 film hole, round impingement jet, and full pin arrangement in the trailing edge. The sweeping film cooling jets (on the suction surface) showed approximately 15% improvement in overall effectiveness compared to the 777 film hole while the trailing edge showed up to 20% improvement. The leading edge impingement was disappointing with a substantially lower effectiveness than traditional direct impingement. In summary, the study was successful in demonstrating that DMLS-enabled cooling technologies can yield significant gains in cooling performance.
A baseline solution for CFD Point 1 (Mach 24) in the STS-107 accident investigation was modified to include effects of: (1) holes through the leading edge into a vented cavity; and (2) a scarfed, conical nozzle directed toward the centerline of the vehicle from the forward, inboard corner of the landing gear door. The simulations were generated relatively quickly and early in the investigation because simplifications were made to the leading edge cavity geometry and an existing utility to merge scarfed nozzle grid domains with structured baseline external domains was implemented. These simplifications in the breach simulations enabled: (1) a very quick grid generation procedure; and (2) high fidelity corroboration of jet physics with internal surface impingements ensuing from a breach through the leading edge, fully coupled to the external shock layer flow at flight conditions. These simulations provided early evidence that the flow through a two-inch diameter (or larger) breach enters the cavity with significant retention of external flow directionality. A normal jet directed into the cavity was not an appropriate model for these conditions at CFD Point 1 (Mach 24). The breach diameters were of the same order or larger than the local, external boundary-layer thickness. High impingement heating and pressures on the downstream lip of the breach were computed. It is likely that hole shape would evolve as a slot cut in the direction of the external streamlines. In the case of the six-inch diameter breach the boundary layer is fully ingested. The intent of externally directed jet simulations in the second scenario was to approximately model aerodynamic effects of a relatively large internal wing pressure, fueled by combusting aluminum, which deforms the corner of the landing gear door and directs a jet across the windside surface. These jet interactions, in and of themselves, were not sufficiently large to explain observed aerodynamic behavior.
Two-dimensional arrays of circular air jets impinging on a heat transfer surface parallel to the jet orifice plate are considered. The jet flow, after impingement, is constrained to exit in a single direction along the channel formed by the jet orifice plate and the heat transfer surface. The configurations considered are intended to model those of interest in current and contemplated gas turbine airfoil midchord cooling applications. The effects of an initial crossflow which approaches the array through an upstream extension of the channel are considered. Flow distributions as well as heat transfer coefficients and adiabatic wall temperatures resolved to one streamwise hole spacing were measured as a function of the initial crossflow rate and temperature relative to the jet flow rate and temperature. Both Nusselt number profiles and dimensionless adiabatic wall temperature (effectiveness) profiles are presented and discussed. Special test results which show a significant reduction of jet orifice discharge coefficients owing to the effect of a confined crossflow are also presented, along with a flow distribution model which incorporates those effects. A nonuniform array flow distribution model is developed and validated.
Defects and roughness at a material’s surface can allow for the formation of a material jet when a shockwave reaches a surface. The formation of a jet can lead to significant material damage of the shocked material, as well as the downstream material that the jet impacts. Here, we utilize planar shocks in single crystal aluminum to assess initial jetting formation for surface notches and sub-surface porosity. In the case of surface notches, we find that changing the width of the notch can cause the shock breakout response to transition from a standard jetting mechanism to an atomic atomization at high velocities. This transition occurs due to the mechanisms associated with lateral relaxations within the notch and how this interacts with the shock focusing event that induces jetting. For sub-surface pores, the pore collapse induces a re-shock, localized near the pore, that is stronger than the initial shock, but unsupported. Changing the pore dimensions and location relative to the surface influences the strength of the shock that emanates from its collapse when it reaches the surface, leading to a variety of different breakout conditions including jetting and localized material failure.
Deterministic finishing methods of optical components for high-peak-power laser applications that can meet the requirements for high laser damage resistance are not sufficiently developed to meet all needs. This is especially the case for ultraviolet (UV) laser applications. Fused silica is the material of choice for optics operating at UV wavelengths owing to its intrinsically large bandgap, high transparency, and excellent uniformity. Here we report on the laser damage behavior of fused silica surfaces finished by fluid jet polishing (FJP) as a function of removal depth. Fused silica test substrates were processed by FJP to depths ranging from 0.7 μm to 18 μm. Laser damage testing was conducted on these surfaces at 351 nm and 1-ns pulse lengths for both, 1-on-1 and R-on-1 testing protocols. The results for 1-on-1 testing showed no degradation in the laser-induced damage threshold (LIDT) of the substrates. Instead, a gradual improvement starting at a depth of 2.1 μm was observed and continued to the 18-μm surface. At 18-μm of removal, the LIDT was 16% higher than a surface that was not finished by FJP. For R-on-1 testing, all surfaces treated by FJP demonstrated an improvement in laser damage resistance. At depths greater than 5 μm, the improvements were significantly more pronounced and a 30% increase in the LIDT was realized.
Due to the discrete noise radiation from an imperfectly expanded supersonic jet, a reflecting surface can be used to impart changes to the jet. Powell's model of screech generation is used to analytically design the reflector size necessary to cause destruction of the feedback cycle inherent to screech production. This enabled experiments to be performed over a wide range of supersonic flow conditions for a sonic nozzle in the presence of a remotely controlled reflector. Results show that not only the screech amplitude can be controlled, but that marked changes in the jet structure and broadband noise production can also be effected by changing the position of the reflector.
If molecular outflows represent turbulent material entrained by a central jet, then the surfaces of constant velocity should spread outward from the jet axis. Using the results of CO observations, I propose an empirical velocity distribution of this character. Outflows with this distribution display the well-documented 'acceleration' phenomenon, i.e., the increase in terminal velocity away from the driving star.
A scoping study is being conducted on the air supply for a microjet-based active flow control (AFC) system on a twin-turbofan commercial transport airplane. Microjets provide circulation control using small surface-normal pneumatic jets located near the trailing edge of a lifting surface such as a wing or flap. When located on the pressure side of the lifting surface they increase the lift, and when located on the suction side they decrease lift. In this study, microjets are considered for installation in the flaps of the high-lift version of the Common Research Model (CRM-HL). An air supply system involving bleed air from the airplane’s auxiliary power unit (APU) plus ram air provides the air to the microjets. A model based on the 1D compressible flow equations is applied to analyze the air supply system configuration and predict the microjet flow rate with the resulting airplane performance changes based on Reynolds-averaged Navier-Stokes modeling of microjets on the CRM-HL. The results of this scoping study are encouraging in that APU air can be used to entrain ram air and thereby increase the AFC mass flow rate to achieve effective lift control and airplane performance enhancement during takeoff and landing.
A scoping study is being conducted on the air supply fora microjet-based active flow control (AFC) system on a twin-turbofan commercial transport airplane. Microjets provide circulation control using small surface-normal pneumatic jets located near the trailing edge of a lifting surface such as a wing or flap. When located on the pressure side of the lifting surface they increase the lift, and when located on the suction side they decrease lift. In this study, microjets are considered for installation in the flaps of the high-lift version of the Common ResearchModel (CRM-HL). Two different architectures to supply the air for the microjets are considered: (1) bleed air from the airplane’s auxiliary power unit (APU) plus ram air, and (2) engine fan bleed air plus ram air. A model based on the 1D compressible flow equations is applied to analyze the air supply system architectures and predict the microjet flow rate with the resulting airplane performance changes based on Reynolds-averaged Navier-Stokes modeling of microjets on the CRM-HL. The results of this scoping study are encouraging in that pressurized air from the APU or the engine fan can be used to entrain ram air and thereby increase the AFC mass flow rate to achieve effective lift control and airplane performance enhancement during takeoff and landing.
Powered-lift concepts are utilized in aircraft currently under development for STOL application. One of the concepts, upper surface blowing, places the jet exit just above the upper surface of the wing to produce powered lift from the jet exhaust blowing over the deflected flap. New data are presented to show the effects of airspeed, angle of attack, and angle of jet impingement. Scaling relationships are investigated concerning their applicability for extrapolating data to a different model size. The effects of a number of test parameters are examined and full-scale spectra are predicted from model data. It is concluded that scale models are an effective means for obtaining fluctuating pressure spectra for use in aircraft design. The prediction of full-scale loads from model data will require geometrically accurate models and closely spaced measurement locations.
An experimental research program was conducted on the erosion of particulate surfaces by a jet exhaust. These experiments were scaled to represent the lunar module (LM) during landing. A conical cold-gas nozzle simulating the lunar module nozzle was utilized. The investigation was conducted within a large vacuum chamber by using gravel or glass beads as a simulated soil. The effects of thrust, descent speed, nozzle terminal height, particle size on crater size, and visibility during jet erosion were determined. Results indicate that, from an erosion and visibility standpoint, the best landing mode for a lunar module type of vehicle would involve: site inspection and selection above the incipient erosion height, and a fast descent to the highest drop-in altitude that the vehicle structure could withstand. A slow and cautious descent with hovering just above the lunar surface would greatly increase crater size and impair visibility.