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At least 253 records · Page 14

All sources NASA NTRS DOE OSTI

NASA NTRS1987

CSCM methodology for slot injection cooled cavity flow design in a high enthalpic stream

The CSCM method for the compressible Navier-Stokes equations is applied to study design factors in a slot injection cooled cavity flow in the side of a 2-D wedge body in a high enthalpy free stream. The flow geometry is being designed and will be tested in an arc jet tunnel at NASA-Ames Research Center. Objectives of the design are to provide adequate thermal protection for and minimize aero-optical distortion in the path above a window located in the bottom of the cavity. Among design issues, are the geometry of and flow conditions in the expanding section of the supersonic slot injection nozzle. Here, for straight walled nozzles, two geometries are considered for the upper nozzle lip between the hot, high speed outer flow and the colder, denser cooling flow. The two lip geometries - thick, square and thin, wedge - as the result of associated widely differing base/wake flows also exhibit different and interesting viscous-inviscid flow structures near the ramp termination to the cavity. For the thin lip case, the consequences on flow quality of off design nozzle conditions relative to matching pressure with the outer flow are explored.

Bardina, Jorge↗

NASA NTRS1991

Droplet Core Nuclear Rocket (DCNR)

The most basic design feature of the droplet core nuclear reactor is to spray liquid uranium into the core in the form of droplets on the order of five to ten microns in size, to bring the reactor to critical conditions. The liquid uranium fuel ejector is driven by hydrogen, and more hydrogen is injected from the side of the reactor to about one and a half meters from the top. High temperature hydrogen is expanded through a nozzle to produce thrust. The hydrogen pressure in the system can be somewhere between 50 and 500 atmospheres; the higher pressure is more desirable. In the lower core region, hydrogen is tangentially injected to serve two purposes: (1) to provide a swirling flow to protect the wall from impingement of hot uranium droplets: (2) to generate a vortex flow that can be used for fuel separation. The reactor is designed to maximize the energy generation in the upper region of the core. The system can result in and Isp of 2000 per second, and a thrust-to-weight ratio of 1.6 for the shielded reactor. The nuclear engine system can reduce the Mars mission duration to less than 200 days. It can reduce the hydrogen consumption by a factor of 2 to 3, which reduces the hydrogen load by about 130 to 150 metric tons.

Anghaie, Samim↗

NASA NTRS2013

Combustion Stability of the Gas Generator Assembly from J-2X Engine E10001 and Powerpack Tests

Testing of a powerpack configuration (turbomachinery and gas generator assembly) and the first complete engine system of the liquid oxygen/liquid hydrogen propellant J-2X rocket engine have been completed at the NASA Stennis Space Center. The combustion stability characteristics of the gas generator assemblies on these two systems are of interest for reporting since considerable effort was expended to eliminate combustion instability during early development of the gas generator assembly with workhorse hardware. Comparing the final workhorse gas generator assembly development test data to the powerpack and engine system test data provides an opportunity to investigate how the nearly identical configurations of gas generator assemblies operate with two very different propellant supply systems one the autonomous pressure-fed test configuration on the workhorse development test stand, the other the pump-fed configurations on the powerpack and engine systems. The development of the gas generator assembly and the elimination of the combustion instability on the pressure-fed workhorse test stand have been reported extensively in the two previous Liquid Propulsion Subcommittee meetings 1-7. The powerpack and engine system testing have been conducted from mid-2011 through 2012. All tests of the powerpack and engine system gas generator systems to date have been stable. However, measureable dynamic behavior, similar to that observed on the pressure-fed test stand and reported in Ref. [6] and attributed to an injection-coupled response, has appeared in both powerpack and engine system tests. As discussed in Ref. [6], these injection-coupled responses are influenced by the interaction of the combustion chamber with a branch pipe in the hot gas duct that supplies gaseous helium to pre-spin the turbine during the start transient. This paper presents the powerpack and engine system gas generator test data, compares these data to the development test data, and provides additional combustion stability analyses of the configurations.

Hulka, J. R.↗

NASA NTRS2003

Design and Testing of Non-Toxic RCS Thrusters for Second Generation Reusable Launch Vehicle

The current NASA Space Shuttle auxiliary propulsion system utilizes nitrogen tetroxide (NTO) and monomethylhydrazine (MMH), hypergolic propellants. This use of these propellants has resulted in high levels of maintenance and precautions that contribute to costly launch operations. By employing alternate propellant combinations, those less toxic to humans, the hazards and time required between missions can be significantly reduced. Use of alternate propellants can thereby increase the efficiency and lower the cost in launch operations. In support of NASA's Space Launch Initiative (SLI), TRW proposed a three-phase project structured to significantly increase the technology readiness of a high-performance reaction control subsystem (RCS) thruster using non-toxic propellant for an operationally efficient and reusable auxiliary propulsion system (APS). The project enables the development of an integrated primary/vernier thruster capable of providing dual-thrust levels of both 1000-lbf class thrust and 25-lbf thrust. The intent of the project is to reduce the risk associated with the development of an improved RCS flight design that meets the primary NASA objectives of improved safety and reliability while reducing systems operations and maintenance costs. TRW proposed two non-toxic auxiliary propulsion engine designs, one using liquid oxygen and liquid hydrogen and the other using liquid oxygen and liquid ethanol, as candidates to meet the goals of reliability and affordability at the RCS level. Both of these propellant combinations offer the advantage of a safe environment for maintenance, while at the same time providing adequate to excellent performance for a conventional liquid propulsion systems. The key enabling technology incorporated in both TRW thrusters is the coaxial liquid on liquid pintle injector. This paper will concentrate on only the design and testing of one of the thrusters, the liquid oxygen (LOX) and liquid hydrogen (LH2) thruster. The LOX/LH2 thruster design includes a LOX-centered pintle injector, consisting of two rows of slots that create a radial spoke spray pattern in the combustion chamber. The main fuel injector creates a continuous sheet of LH2 originating upstream of the LOX pintle injector. The two propellants impinge at the pintle slots, where the resulting momentum ratio and spray pattern determines the combustion efficiency and thermal effects on the hardware. Another enabling technology used in the design of this thruster is fuel film cooling through a duct, lining the inner wall of the combustion chamber barrel section. The duct is also acts as a secondary fuel injection point. The variation in the amount of LH2 used for the duct allows for adjustments in the cooling capacity for the thruster. The Non-Toxic LOX-LH2 RCS Workhorse Thruster was tested at the NASA Marshall Space Flight Center's Test Stand 500. Hot-fire tests were conducted between March 08, 2002 and April 05, 2002. All testing during the program base period were performed at sea-level conditions. During the test program, 7 configurations were tested, including 2 combustion chambers, 3 LOX injector pintle tips, and 4 LH2 injector stroke settings. The operating conditions that were surveyed varied thrust levels, mixture ratio and LH2 duct cooling flow. The copper heat sink chamber was used for 16 burns, each burn lasting from 0.4 to 10 seconds, totaling 51.4 seconds, followed by Haynes chamber testing ranging from 0.9 to 120 seconds, totaling 300.9 seconds. The total accumulated burn time for the test program is 352.3 seconds. C* efficiency was calculated and found to be within expectable limits for most operating conditions. The temperature on the Haynes combustion chamber remained below established material limits, with the exception of one localized hot spot. The test results demonstrate that both the coaxial liquid-on-liquid pintle injector design and fuel duct concepts are viable for the intended application. The thruster head-e design maintained cryogenic injection temperatures while firing, which validates the concept for minimal heat soak back. By injecting fuel into the duct, the throat temperatures were manageable, yet the split of fuel through the cooling duct does not compromise the overall combustion efficiency, which indicates that, provided proper design refinement, such a concept can be applied to a high-performance version of the thruster. These hot fire tests demonstrate the robustness of the duct design concept and good capability to withstand off-nominal operating conditions without adversely impacting the thermal response of the engine, a key design feature for a cryogenic thruster.

Calvignac, Jacky↗

DOE OSTI2022

Technology Enablers for Advanced Gasoline Compression Ignition Engines

To meet current emission regulations and increasingly demanding global fleet CO2 standards on fuel economy and future trends towards life cycle GHG emissions, advanced combustion engines remain significant in the passenger vehicle sector to achieve high efficiency and low emissions over the full operating range. Lean burn gasoline compression ignition (GCI) technology has shown to have the most potential in reaching these goals, although it faces challenges in the operating range. In this study, an advanced GCI engine is considered with the capability to operate under two combustion modes, namely low temperature combustion (LTC) and GCI. They are enabled with the use of two Hyundai in-house developed technologies; an advanced valve control mechanism known as continuously variable valve duration (CVVD) and a high-pressure gasoline injection system. At low load, the engine utilizes dual CVVD and dual CVVT (continuously variable valve timing) mechanisms for both intake and exhaust valvetrains to enable NVO (negative valve overlap) to trap hot residuals. The hot residuals enable low load auto-ignition, and the phasing control of that auto-ignition is achieved by varying the degrees of NVO, and in turn, the amount of hot residuals. This is done in real time with respect to the changes in engine loads or operating conditions, significantly improving cylinder-phasing control in LTC mode, and subsequently is able to realize a fuel economy gain and reduced emission benefits. Early direct injection during NVO or intake stroke is used to form homogenous or quasi-homogenous air-fuel mixture for LTC. At mid to high loads, late direct injection of gasoline or GCI mode is employed to take advantage of the high volatility and high resistance to auto-ignition of gasoline fuel, so that diesel-engine like high combustion efficiency can be achieved with lower soot emissions for the same NOx level as diesel combustion. In this paper, the key control and fueling technologies that enable this multiple mode combustion are introduced, and the resultant analysis on engine test and CFD simulation at LTC and GCI operating conditions are presented in detail.

Gasoline compression ignition, low temperature com↗

NASA NTRS1991

Simulations of pulsed electron beam injection during active experiments

Two-dimensional electromagnetic particle simulations are used to investigate the characteristics of the spacecraft charging, particle acceleration, and wave emissions during beam injection, turnoff and subsequent pulsing of the beam. It is shown that, during beam injection, the beam current is neutralized by a spatially separate return current region extending several tens of meters from the beam region, with the currents being closed across the field lines by the perpendicular acceleration of ambient plasma ions into the beam region. After beam turnoff, this current system reverses after a time lag of about an ion plasma period. The current reversal is accompanied by prolonged electron collection by the spacecraft near the beam region, preferential ion collection by sections of the spacecraft magnetically connected to the initial return current regions, and the creation of hot plasma extending well into the return current regions. Because of the time lag, the currents induced in the plasma during periodic beam injection can be strongly modified from the imposed beam current.

Winglee, R. M.↗

NASA NTRS1986

Representation of the vaporization behavior of turbulent polydisperse sprays by equivalent monodisperse sprays

The concept of using an equivalent monodisperse spray to represent the vaporization behavior of polydisperse sprays has been examined by numerically solving two turbulent vaporizing sprays. One involves the injection of Freon-11 in a still environment, whereas the other is a methanol spray in a still but hot environment. The use of three different mean sizes, namely, Sauter mean diameter, volume median diameter, and surface-area mean diameter, has been investigated. Results indicate a good degree of correlation between the polydisperse spray and its equivalent monodisperse sprays represented by the volume median diameter and the Sauter mean diameter, the former giving slightly better results. The surface-area mean diameter does not provide as good a correlation as the other two mean diameters.

Aggarwal, S. K.↗

NASA NTRS1987

Representation of the vaporization behavior of turbulent polydisperse sprays by 'equivalent' monodisperse sprays

Aggarwal, S. K.↗

NASA NTRS2011

Analyses of Injection-Coupled Combustion Instability from J-2X Gas Generator Development

During development of the gas generator for the liquid oxygen/liquid hydrogen propellant J-2X rocket engine, combustion instabilities were observed near the frequency of the first longitudinal acoustic mode of the hot gas combustion chamber duct. These instabilities were similar to intermediate-frequency or buzz-type instabilities as described in historical programs, except for several aspects: 1) the frequencies were low, in the realm of chug; 2) at times the instability oscillation amplitudes were quite large, with peak-to-peak amplitudes exceeding 50% of the mean chamber pressure along with the appearance of harmonics; 3) the chamber excitation was related to but not exactly at the first longitudinal combustion chamber acoustic mode; and 4) the injector provided mass flow rate oscillations induced by capacitance and inertance effects in the injector rather than by organ pipe resonances of the coaxial oxidizer posts. This type of combustion instability is referred to as "injection coupling" because one critical driving source of the instability is mass flow rate oscillations from the injector. However, the type of injection coupling observed here is different than observed in previous instances of buzz instability with coaxial injectors, because of the lower frequencies and lack of influence from the oxidizer post organ pipe resonances. Test data and preliminary analyses of the initial combustion instabilities were presented in several papers at the 5th Liquid Propulsion Subcommittee meeting. Since that time, additional hot-fire tests with several new hardware configurations have been conducted, and additional analyses have been completed. The analytical models described in previous papers have been updated to include the influences of new geometrical configurations, including a different oxidizer injector manifold configuration and a branch pipe in the hot gas duct that supplies gaseous helium during the start transient to pre-spin the turbine. In addition, the analysis methodology has been revisited to evaluate the potential influence of a combustion response as well as an injection response.

Hulka, James R.↗

DOE OSTI2025

Trap-assisted Auger-Meitner recombination in GaN p-i-n diodes

Most properties of semiconductor devices are dominated by shallow impurities. However, deep defects often play an important role, for instance, in recombination processes or high field transport. While a variety of techniques are available to assess the density and energy levels of impurities, other properties, such as the recombination mechanisms of the defects, escape observation. We report on the direct measurement of hot electrons generated by trap-assisted Auger-Meitner recombination (TAAR) in GaN p-i-n diodes. By performing electron emission spectroscopy (EES) on diodes with surfaces activated to negative electron affinity by cesium, we observe the expected overflow electrons of p-i-n diodes under low current injection. However, when operating the devices at higher current densities, as low as ∼25 A/c⁢m 2 , we measure the emission of high-energy electrons. At variance with the observed hot electrons in light-emitting diodes (LEDs) using EES, the hot electrons generated in p-i-n diodes at our tested currents cannot be from eeh Auger-Meitner recombination due to the diodes' significantly lower carrier densities compared to those in LEDs. During our measurements, we observe the emission of accumulated electrons with energies ∼0.42 eV, ∼0.99 eV, ∼1.43 eV, and ∼2.32 eV above the conduction-band minimum (CBM) at various bias conditions, suggesting the existence of conduction-band features in GaN at these energies where electrons can be long-lived, such as satellite-valley minima and inflection points. We also measure incompletely relaxed hot electrons approaching energies 1.97 ± 0.13 eV and 2.94 ± 0.13 eV above the CBM, as the diodes are biased to high currents, suggesting at least some of the TAAR partaking defects have an energy level ≳1.97 eV and ≳2.94 eV away from either the conduction or valence band edges. Additionally, at our highest operating currents, we measure hot electrons with energies 3.28 ± 0.13 eV above the CBM, providing direct evidence of TAAR processes involving shallow impurities. This unexpected observation of TAAR in GaN p-i-n diodes spotlights the importance of further studies of defects in GaN and the necessity to incorporate the multi-phonon emission, radiative, and TAAR capture steps of defect-assisted recombination cycles into device modeling. Furthermore, this experiment demonstrates the applicability of the simplest semiconductor structures, p-i-n diodes, as a test bed to study the rich recombination physics of semiconductor materials.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗

DOE OSTI2025

Development of advanced vacuum technologies for extending plasma pulse duration on EAST

Advanced vacuum technologies, including pumping, fueling and wall conditioning, have been successfully developed or upgraded to efficiently control the fuel and impurity particles to extend the plasma pulse duration in the experimental advanced superconducting tokamak (EAST). To improve the particle exhaust rate cryopumps with a 60% increase in pumping speed and ∼2 times increase in saturation capacity have been developed, and molecular pumps with a ∼30% increase in pumping speed have been upgraded. In order to monitor the molecular pump status while avoiding bearing faults and overload accidents, a fault detection system has been built which can offer an early warning to avoid more losses within the fusion device. A series of fueling technologies have been developed including gas injection system, supersonic molecular beam injector, pellet injector (PI), massive gas injector and shattered pellet injector, installed at the midplane and divertor positions at different ports to improve fueling uniformity and efficiency. Meanwhile, routine wall conditioning such as electric and hot N 2 baking, ion cyclotron wall conditioning and glow discharge cleaning have been successfully developed to remove the impurity particles from the inner component and materials. The low Z material wall coating and real-time powder injection during plasma discharge are also designed and applied to further improve particle control capability. Finally, by using these advanced vacuum related technologies, good vacuum (<2 × 10 −6 Pa) and wall conditions are realized, and the fuel and impurity particles can be effectively and stably controlled, which promotes the achievement of the record plasma of ∼1056 s pulse duration with the line-averaged electron density of 1.8 × 10 19 m −3 on EAST. They provide a very important reference for vacuum system design and operation for future fusion devices.

EAST↗

NASA NTRS1928

Ignition and combustion phenomena in Diesel engines

Evidences were found that neither gasification nor vaporization of the injected fuel occurs before ignition; also that the hydrogen coefficient has no significance. However the knowledge of the ignition point and of the "time lag" is important. After ignition, the combustion proceeds in a series of reactions, the last of which at least are now known.

ENGINES, DIESEL - IGNITION & COMBUSTION↗

NASA NTRS1989

The origin of micrograins

Using ultraviolet and infrared techniques, researchers investigated the origins of the tiny (approx. 10A) grains whose presence in the interstellar medium (ISM) is inferred from near-infrared photometry (Sellgren, Werner, and Dinerstein 1983; Sellgren 1984). The authors consider two possibilities: (1) that the grains are formed by condensation in stellar atmospheres; or (2) that they are formed by fragmentation of larger grains in interstellar shocks. They searched for evidence of very small grains in circumstellar environments by analyzing ultraviolet extinction curves in binaries containing hot companions, and by searching for the 3.3-micron emission feature in similar systems. The ultraviolet extinction curve analysis could be applied only to oxygen-rich systems, where small carbonaceous grains would not be expected, so these results provide only indirect information. Researchers find a deficiency of grains smaller than 800A in oxygen-rich systems, consistent with theoretical models of grain condensation which suggest that grains grow to large sizes before injection into the interstellar medium. More direct information on carbonaceous micrograins was obtained from the search for the 3.3-micron feature in carbon-rich binaries with hot companions, whose ultraviolet flux should excite the tiny grains to emit in the infrared. No 3.3-micron feature was found, suggesting that the micrograins are absent in these systems. In addition to the negative search for micrograins in circumstellar environments, researchers have also studied the possible association of these grains with shocks in the diffuse interstellar medium. Using Infrared Astronomy Satellite (IRAS) colors as indicators of the presence or absence of the small grains (e.g., Ryter, Puget, and Perault 1987 and references cited therein), researchers systematically searched for them in regions (reflection nebulae) expected to have sufficient ultraviolet flux to make them glow in the infrared. They found that the distribution is not uniform. The researchers propose that production of micrograins by fragmentation of larger grains in shocks could explain this uneven distribution.

Snow, Theodore P., Jr.↗

NASA NTRS1985

AMPTE/CCE observations of the plasma composition below 17 keV during the September 4, 1984 magnetic storm

Observations from the Hot Plasma Composition Experiment on the AMPTE/CCE spacecraft during the magnetic storm of 4-5 September 1984 reveal that significant injection of ions of terrestrial origin accompanied the storm development. The compression of the magnetosphere at storm sudden commencement carried the magnetopause inside the CCE orbit clearly revealing the shocked solar wind plasma. A build up of suprathermal ions is observed near the plasmapause during the storm main phase and recovery phase. Pitch angle distributions in the ring current during the main phase show differences between H(+) and O(+) that suggest mass dependent injection, transport and/or loss processes.

Shelley, E. G.↗

NASA NTRS1991

Investigation of throat film coolant for advanced LOX/RP-1 thrust chambers

The use of throat film coolant as a method to reduce peak combustion heat flux was investigated. Hot-fire tests were performed using a subscale LOX/RP-1 combustor at a nominal chamber pressure of 2000 psia. A special injection manifold was fabricated to introduce the film coolant into the chamber. Four tests were conducted with RP-1 film coolant injected 4.4 inches upstream of the throat. In order to determine the effect of chamber length on the film coolant, four additional tests were performed with the injection point moved 16.4 inches upstream of the throat. Results from the test program are discussed. Methods for incorporating throat film cooling into a flightweight combustion chamber are also discussed.

Volkmann, Jon C.↗

NASA NTRS2001

Design, Fabrication, and Testing of an Auxiliary Cooling System for Jet Engines

This report summarizes the technical effort of the Active Cooling for Enhanced Performance (ACEP) program sponsored by NASA. It covers the design, fabrication, and integrated systems testing of a jet engine auxiliary cooling system, or turbocooler, that significantly extends the use of conventional jet fuel as a heat sink. The turbocooler is designed to provide subcooled cooling air to the engine exhaust nozzle system or engine hot section. The turbocooler consists of three primary components: (1) a high-temperature air cycle machine driven by engine compressor discharge air, (2) a fuel/ air heat exchanger that transfers energy from the hot air to the fuel and uses a coating to mitigate fuel deposits, and (3) a high-temperature fuel injection system. The details of the turbocooler component designs and results of the integrated systems testing are documented. Industry Version-Data and information deemed subject to Limited Rights restrictions are omitted from this document.

Leamy, Kevin↗

DOE OSTI2024

Development of prechamber enabled mixing-controlled combustion strategy for ultra-low methane emissions from lean burn natural gas engines

This numerical study explores the optimization of Prechamber Enabled Mixing-Controlled Combustion (PC-MCC) using natural gas in heavy-duty engines, aiming to enhance combustion efficiency to minimize methane slip and NOx emissions. The approach involves a prechamber ignition system, distinct from conventional spark ignition (SI) systems, to initiate combustion of direct injected natural gas. By leveraging the robust ignition characteristics of the prechamber, the PC-MCC method demonstrates significant potential in achieving efficient combustion akin to diesel engines but with lower greenhouse gas emissions. The research evaluates the effects of various geometric and operational parameters on the combustion process and emissions, including prechamber volume, nozzle diameter, direct injector (DI) geometry, and engine operating strategies. Computational Fluid Dynamics (CFD) simulations are utilized, focusing on a heavy-duty, single-cylinder engine modeled after the Caterpillar C9.3B engine. Key findings indicate that a prechamber volume of 3 cc, coupled with a nozzle diameter of 2.75 mm for two prechamber holes, strikes an optimal balance between combustion efficiency and emissions reduction. This configuration ensures robust combustion across a range of operating conditions while maintaining methane slip within targeted limits. Further investigation into DI geometry shows the significance of the injector umbrella angle and nozzle diameter in shaping the fuel-air mixing and combustion dynamics. An umbrella angle of 130° and a nozzle diameter of 300 microns are identified as optimal, promoting rapid and efficient combustion with minimized methane and NOx emissions. The study also investigates the impact of injection timing and pressure, highlighting their roles in controlling combustion timing and influencing emissions levels. Advanced injection timing is found to be crucial in achieving the desired low methane slip, whereas retarded injection timing assists to reduce NOx emissions while having a slight increase in methane emissions. Operating strategies incorporating various levels of Exhaust Gas Recirculation (EGR) are assessed for their effectiveness in further reducing emissions. The research demonstrates that a judicious combination of internal hot EGR and careful calibration of DI pressure and SOI timing can achieve significant reductions in NOx emissions while keeping methane slip under control. Specifically, an internal EGR level of 15%–25%, combined with DI pressures of 200–300 bar and injection timings at or after top dead center, is recommended. These findings contribute valuable insights into the development of advanced combustion techniques for natural gas engines, offering a viable pathway to reduce methane slip without compromising engine efficiency or performance. The PC-MCC system presents a promising solution for the future of heavy-duty natural gas engine technology to reduce methane emissions.

Nsaif, Osama↗

NASA NTRS2000

Effects of Hole Length, Supply Plenum Geometry, and Freestream Turbulence on Film Cooling Performance

Experimental measurements are presented in this report to document the sensitivity of film cooling performance to the hole length and coolant delivery plenum geometry. Measurements with hot-wire anemometry detail velocity, local turbulence, and spectral distributions over the exit plane of film cooling holes and downstream of injection in the coolant-freestream interaction zone. Measurements of discharge coefficients and adiabatic effectiveness are also provided. Coolant is supplied to the film cooling holes by means of a large, open plenum and through plenums which force the coolant to approach the holes either co-current or counter-current to the freestream. A single row of film cooling holes with 35 degree-inclined streamwise at two coolant-to-freestream velocity ratios, 0.5 and 1.0, is investigated. The coolant-to-freestream density ratio is maintained in the range 0.96 to 1.0. Measurements were taken under high-freestream (FSTI = 12%) and low-freestream turbulence intensity (FSTI = 0.5%) conditions. The results document the effects of the hole L/D, coolant supply plenum geometry, velocity ratio, and FSTI. In general, hole L/D and the supply plenum geometry play influential roles in the film cooling performance. Hole L/D effects, however, are more pronounced. Film cooling performance is also dependent upon the velocity ratio and FSTI.

Burd, Steven W.↗