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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 307 records · Page 17
All sourcesNASA NTRSDOE OSTI
NASA NTRS1979

Systems implications of active controls

Control configured vehicle design and system considerations are outlined and representative applications of active control for fighter and transport aircraft are summarized. Specific examples include relaxed static stability and angle of attack limiting on the F-16, envelope limiting and ride smoothing on the F-8, maneuver load and control and relaxed static stability on the L-1011, load alleviation for the C-5, and B-1 ride control. Principal features, problem areas, and mechanization trends for these and projected future active control applications are outlined.

Kurzhals, P. R.↗
NASA NTRS1985

Operating Characteristics of the Multiple Critical Venturi System and Secondary Calibration Nozzles Used for Weight-Flow Measurements in the Langley 16-Foot Transonic Tunnel

An investigation has been conducted in the Langley 16 Foot Transonic Tunnel to determine the weight flow measurement characteristics of a multiple critical Venturi system and the nozzle discharge coefficient characteristics of a series of convergent calibration nozzles. The effects on model discharge coefficient of nozzle throat area, model choke plate open area, nozzle pressure ratio, jet total temperature, and number and combination of operating Venturis were investigated. Tests were conducted at static conditions (tunnel wind off) at nozzle pressure ratios from 1.3 to 7.0.

Berrier, B. L.↗
NASA NTRS2010

Reduced Martian Carbon: Evidence from Martian Meteorites

Identification of indigenous reduced carbon species on Mars has been a challenge since the first hypotheses about life on Mars were proposed. Ranging from the early astronomical measurements to analyses of samples from the Martian surface in the form of Martian meteorites. The first direct attempt to analyze the carbon species on the surface was in 1976 with the Viking GC-MS in-situ experiment which gave inconclusive results at two sites on Mars [1]. With the recognition in 1983 that samples of the Martian surface were already present on Earth in the form of Martian meteorites by Bogard and Johnson [2] new opportunities became available for direct study of Mars's samples in te rlraesbtrioalratories. Carbon isotopic compositional information suggested a reduced carbon component was present in the Martian meteorites [3-5]. Polycyclic aromatic hydrocarbons associated with carbonate globules in ALH84001 were later identified [6,7]. Jull et al [8] noted that an insoluble component was present within Nakhla and more than 75% of its C lacked any 14C, which is modern-day carbon contaminant. This carbon fraction was believed to be either indigenous (i..e. Martian) or ancient meteoritic carbon phase. Within the fractures of Nakhla and ALH84001, Fisk et al [9,10] identified reduced carbon-enriched areas. Gibson et al. [11] using a combination of NanoSIMS, Focused Electron microscopy, Laser Raman Spectroscopy and Stepped-Combustion Static Mass Spectrometry analyses the presence of possible indigenous reduced carbon components within the 1.3 Ga old Nakhla.

Gibson, Everett K.↗
NASA NTRS2011

Flight Test Results of a GPS-Based Pitot-Static Calibration Method Using Output-Error Optimization for a Light Twin-Engine Airplane

As part of the NASA Aviation Safety Program (AvSP), a novel pitot-static calibration method was developed to allow rapid in-flight calibration for subscale aircraft while flying within confined test areas. This approach uses Global Positioning System (GPS) technology coupled with modern system identification methods that rapidly computes optimal pressure error models over a range of airspeed with defined confidence bounds. This method has been demonstrated in subscale flight tests and has shown small 2- error bounds with significant reduction in test time compared to other methods. The current research was motivated by the desire to further evaluate and develop this method for full-scale aircraft. A goal of this research was to develop an accurate calibration method that enables reductions in test equipment and flight time, thus reducing costs. The approach involved analysis of data acquisition requirements, development of efficient flight patterns, and analysis of pressure error models based on system identification methods. Flight tests were conducted at The University of Tennessee Space Institute (UTSI) utilizing an instrumented Piper Navajo research aircraft. In addition, the UTSI engineering flight simulator was used to investigate test maneuver requirements and handling qualities issues associated with this technique. This paper provides a summary of piloted simulation and flight test results that illustrates the performance and capabilities of the NASA calibration method. Discussion of maneuver requirements and data analysis methods is included as well as recommendations for piloting technique.

Martos, Borja↗
NASA NTRS2012

Wind-US Results for the AIAA 1st Propulsion Aerodynamics Workshop

This presentation contains Wind-US results presented at the 1st Propulsion Aerodynamics Workshop. The The workshop was organized by the American Institute of Aeronautics and Astronautics, Air Breathing Propulsion Propulsion Systems Integration Technical Committee with the purpose of assessing the accuracy of computational computational fluid dynamics for air breathing propulsion applications. Attendees included representatives from representatives from government, industry, academia, and commercial software companies. Participants were were encouraged to explore and discuss all aspects of the simulation process including the effects of mesh type and mesh type and refinement, solver numerical schemes, and turbulence modeling. The first set of challenge cases involved computing the thrust and discharge coefficients for a series of convergent convergent nozzles for a range of nozzle pressure ratios between 1.4 and 7.0. These configurations included a included a reference axisymmetric nozzle as well as 15deg , 25deg , and 40deg conical nozzles. Participants were also asked also asked to examine the plume shock structure for two cases where the 25deg conical nozzle was bifurcated by a bifurcated by a solid plate. The final test case was a serpentine inlet diffuser with an outlet to inlet area ratio of 1.52 ratio of 1.52 and an offset of 1.34 times the inlet diameter. Boundary layer profiles, wall static pressure, and total and total pressure at downstream rake locations were examined.

Yoder, Dennis↗
NASA NTRSDate not supplied

Three-Dimensional Structure and Modeling of a Normal Bifurcated Shock Train from Experimental Measurements

An asymmetric, bifurcated normal shock train in a Mach 2 constant area, rectangular duct is investigated in the University of Michigan Direct Connect Isolator facility. High-speed schlieren imaging, wall static pressure measurements, surface oil flow visualization, and particle image velocimetry of a shock train are synthesized into a three-dimensional representation of shock train structure. This visualization is then used to inform the underlying flow physics of the distributed fluid dynamical processes along the structure. The detailed, three-dimensional morphology of the flow profile entering the shock train is shown to have a significant impact on the separated flow morphology of the shock train. This results in skewed supersonic core flow with alternating separation bubbles in the surrounding boundary layers. Finally, the efficacy of the prevailing pseudo-shock models in the literature is analyzed with the support of the available flow measurements. None are found to simultaneously model both the pressure and streamwise Mach number profile of the UMDCI pseudo-shock.

Hypersonics↗
NASA NTRSDate not supplied

Three-Dimensional Structure and Modeling of a Normal Bifurcated Shock Train from Experimental Measurements

An asymmetric, normal bifurcated shock train in a Mach 2 constant area, rectangular duct is investigated in the University of Michigan Direct Connect Isolator facility. High-speed schlieren imaging, wall static pressure measurements, surface oil flow visualization, and particle image velocimetry of the shock train are synthesized into a three-dimensional representation. This visualization is then used to inform the underlying flow physics of the distributed fluid dynamical processes along the shock train. The detailed, three-dimensional morphology of the flow profile entering the shock train is shown to have a significant impact on the separated flow morphology of the shock train. This results in a skewed supersonic core flow with alternating separation bubbles in the surrounding boundary layers. Finally, the efficacy of the prevailing pseudo-shock models in the literature is analyzed with the support of the available flow measurements. None are found to model both the pressure and streamwise Mach number profile of the UMDCI pseudo-shock. Note: This presentation is accompanied by the video presentation that can be downloaded for viewing and is formatted as an mp4 with a runtime of 10 min 15 secs.

Hypersonics↗
NASA NTRS1973

Performance comparison of a lobed-daisy mixer nozzle with a convergent nozzle at subsonic speeds

An investigation to determine the performance, in terms of thrust minus nozzle axial force, of a lobed-daisy mixer nozzle has been conducted in a 16-foot transonic tunnel at static conditions and at Mach numbers from 0.40 to 0.90 at angles of attack from 4 minus to 8. Jet-total-pressure ratio was varied from about 1.2 to 2.0. The performance of a reference convergent nozzle with a similar nozzle throat area and length was used as a base line to evaluate the performance of the lobed-daisy mixer nozzle. The results of this investigation indicate that with no external airflow (Mach number M of 0), and at values of jet-total-pressure ratio between 1.2 and 2.0, the static thrust exerted by the lobed-daisy mixer nozzle is less than that of the convergent nozzle by about 10 percent of ideal gross thrust. About 3.4 percent of the thrust loss was attributed to an unintentional internal area expansion in the fan passage.

Maiden, D. L.↗
NASA NTRS1984

Development of an advanced pitch active control system and a reduced area horizontal tail for a wide-body jet aircraft

The development of an advanced pitch active control system (PACS) and a reduced area horizontal tail for a wide-body jet transport (L-1011) with a flying horizontal stabilizer is discussed. The advanced PACS control law design objectives were to provide satisfactory handling qualities for aft c.g. flight conditions to negative static stability margins of 10 percent and to provide good maneuver control column force gradients for nonlinear stability flight conditions. Validity of the control laws were demonstrated by piloted flight simulation tests on the NASA Langley Visual Motion Simulator. Satisfactory handling qualities were actually demonstrated to a negative 20 percent static stability margin. The PACS control laws were mechanized to provide the system architecture that would be suitable for an L-1011 flight test program to a negative stability margin of 3 percent which represents the aft c.g. limits of the aircraft. Reduced area horizontal tail designs of 30 and 38 percent with respect to the L-1011 standard tail were designed, fabricated and wind tunnel tested. Drag reductions and weight savings of the 30 percent smaller tail would provide an L/D benefit of about 2% and the 38% small tail L/D benefit would be about 3 percent. However, forward c.g. limitations would have to be imposed on the aircraft because the maximum horizontal tail lift goal was not achieved and sufficient aircraft nose-up control authority was not available. This limitation would not be required for a properly designed new aircraft.

Guinn, Wiley A.↗
NASA NTRS1962

DEVELOPMENT OF A LIGHT-WEIGHT REGENERATIVELY COOLED THRUST CHAMBER WITH BRAZED RIBS AND BRAZED OUTER WIRE TRAP

Design and fabrication procedures are discussed of a brazed-ribtype thrust chamber fabricated from stainless steel or inconel for a Sooo-lb thrust 20: 1 expansion-area-ratio regeneratively cooled liquidpropellant rocket engine which is designated as the JPL 6K Engine and operates at a chamber pressure of 150 psia. Hydrazine is used as the fuel and regenerative coolant and nitrogen tetroxide as the oxidizer. The nozzle-throat diameter is 5.42 in. The thrust chamber consists of a sheet-metal gas-side liner with longitudinal ribs spotwelded and brazed to the outer surface. Wire is wrapped over the ribs circumferentially, spot-welded to the ribs, and brazed. The liner, ribs, and wire form the coolant-passage walls. There are three basic advantages to this type of thrust chamber: light weight, ease of fabrication, and comparatively low cost. The total dry weight of a thrust chamber of this type and size made of 347 stainless steel is 46.2 lb, and the wet weight is 56.3 Ib. A total of 87 static engine tests were made on 19 of 23 thrust chambers fabricated by this technique. Four of the chambers tested had an expansion-area ratio of 20:1, and 15, which were shorter but had the same throat diameter, had an expansion-area ratio of 3.5:l. Accumulated test time was 1926 sec, including 558 sec regenerative cooling with hydrazine and 1368 sec cooling with water. One 20:l thrust chamber was subjected to 16 separate engine tests, with an accumulated test time of 399 sec, and was still in very good operating condition after the tests were completed. With water flowing through the coolant passages at 10 lb/sec, the measured nominal pressure drop between coolant manifolds of a 20:l thrust chamber wrapped with flat wire was 17.2 psi.

Thrust Chamber↗
DOE OSTI2023

Simulation studies of a full-ring, CZT SPECT system for whole-body imaging of 99m Tc and 177 Lu

Single photon emission computed tomography (SPECT) is an imaging modality that has demonstrated its utility in a number of clinical indications. Despite this progress, a high sensitivity, high spatial resolution, multi-tracer SPECT with a large field of view suitable for whole-body imaging of a broad range of radiotracers for theranostics is not available. With the goal of filling this technological gap, we have designed a cadmium zinc telluride (CZT) full-ring SPECT scanner instrumented with a broad-energy tungsten collimator. The final purpose is to provide a multi-tracer solution for brain and whole-body imaging. Our static SPECT does not rely on the dual- and the triple-head rotational SPECT standard paradigm, enabling a larger effective area in each scan to increase the sensitivity. We provide a demonstration of the performance of our design using a realistic model of our detector with simulated body-sized phantoms filled with 99m Tc and 177 Lu. Our SPECT design can resolve 7.9 mm rods for 99m Tc (140 keV) and 9.5 mm for 177 Lu (208 keV) in a hot-rod Derenzo phantom with a 3-min exposure and reach an image contrast of 78% for 99m Tc and 57% for 177 Lu using the NEMA IQ phantom with a 6-min exposure. Our modified scatter correction shows an improved contrast-recovery ratio compared to a standard correction. In this paper, we demonstrate the good performance of our design for whole-body imaging purposes. This adds to our previous demonstration of improved qualitative and quantitative 99m Tc imaging of brain perfusion and 123 I imaging of dopamine transport with respect to state-of-the-art NaI dual-head cameras. We show that our design provides similar IQ and contrast to the commercial full-ring SPECT VERITON for 99m Tc. Regarding 177 Lu imaging of the 208 keV emissions, our design provides similar contrast to that of other state-of-the-art SPECTs with a significant reduction in exposure. In conclusion, the high sensitivity and extended energy range up to 250 keV makes our SPECT design a promising alternative for clinical imaging and theranostics of emerging radionuclides.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗
NASA NTRS1975

Propulsion system structural integration and engine integrity; Proceedings of the Symposium, U.S. Naval Postgraduate School, Monterey, Calif., September 3-6, 1974

Current problems involving the structural integrity of propulsion systems, and proposed approaches to solving them, are reviewed. Areas investigated include the stall hammershock at the engine inlet, distortion-induced vibration in fan and compressor blading, modeling engine static structures with conical-shell finite elements, design and development of low-cost, self-contained bearing lubrication systems for turbine engines, and roller bearing slip and skidding damage. Individual items are announced in this issue.

Walker, W. J.↗
NASA NTRS1976

The Crack-contact and the Free End Problem for a Strip Under Residual Stress

The plane problem for an infinite strip with two edge cracks under a given state of residual stress is considered. The residual stress is compressive near and at the surfaces and tensile in the interior of the strip. If the crack is deep enough to penetrate into the tensile zone, then the problem is one of crack-contact problem in which the depth of the contact area is an unknown which depends on the crack depth and the residual stress profile. The problem has applications to the static fatigue of glass plates and is solved for three typical residual stress profiles. In the limiting case of the crack crossing the entire plate thickness, the problem becomes a stress-free end problem for a semi-infinite strip under a given residual stress state away from the end. This is a typical stress diffusion problem in which decay behavior of the residual stress near and the nature of the normal displacement at the end of the semi-infinite strip are of special interest. For two typical residual stress states the solution is obtained, and some numerical results are given.

Bakioglu, M.↗
NASA NTRS1977

The effect of forward speed on J85 engine noise from suppressor nozzles as measured in the NASA-Ames 40- by 80-foot wind tunnel

An investigation to determine the effect of forward speed on the exhaust noise from a conical ejector nozzle and three suppressor nozzles mounted behind a J85 engine was performed in a 40- by 80-foot wind tunnel. The nozzles were tested at three engine power settings and at wind tunnel forward speeds up to 91 m/sec (300 ft/sec). In addition, outdoor static tests were conducted to determine (1) the differences between near field and far field measurements, (2) the effect of an airframe on the far field directivity of each nozzle, and (3) the relative suppression of each nozzle with respect to the baseline conical ejector nozzle. It was found that corrections to near field data are necessary to extrapolate to far field data and that the presence of the airframe changed the far field directivity as measured statically. The results show that the effect of forward speed was to reduce the noise from each nozzle more in the area of peak noise, but the change in forward quadrant noise was small or negligible. A comparison of wind tunnel data with available flight test data shows good agreement.

Atencio, A., Jr.↗
NASA NTRS1977

The crack-contact and the free-end problem for a strip under residual stress

The plane problem for an infinite strip with two edge cracks under a given state of residual stress is considered. The residual stress is compressive near and at the surfaces and tensile in the interior of the strip. If the crack is deep enough to penetrate into the tensile zone, then the problem is one of crack-contact where the depth of the contact area is an unknown which depends on the crack depth and the residual stress profile. The problem has applications to the static fatigue of glass plates and is solved for three typical residual-stress profiles. In the limiting case of the crack's crossing the entire plate thickness, the problem becomes a stressfree end problem for a semiinfinite strip under a given residual-stress state away from the end. This is a typical stress diffusion problem in which decay behavior of the residual stress near and the nature of the normal displacement at the end of the semiinfinite strip are of special interest. For two typical residual-stress states the solution is obtained, and some numerical results are given.

Bakioglu, M.↗
NASA NTRS1977

Cost/benefit analysis of advanced material technologies for small aircraft turbine engines

Cost/benefit studies were conducted on ten advanced material technologies applicable to small aircraft gas turbine engines to be produced in the 1985 time frame. The cost/benefit studies were applied to a two engine, business-type jet aircraft in the 6800- to 9100-Kg (15,000- to 20,000-lb) gross weight class. The new material technologies are intended to provide improvements in the areas of high-pressure turbine rotor components, high-pressure turbine rotor components, high-pressure turbine stator airfoils, and static structural components. The cost/benefit of each technology is presented in terms of relative value, which is defined as a change in life cycle cost times probability of success divided by development cost. Technologies showing the most promising cost/benefits based on relative value are uncooled single crystal MAR-M 247 turbine blades, cooled DS MAR-M 247 turbine blades, and cooled ODS 'M'CrAl laminate turbine stator vanes.

Comey, D. H.↗
NASA NTRS1987

A technology development summary for the AGT101 advanced gas turbine program

A summary is presented of significant technology developments that have been made in the AGT101 advanced gas turbine program. The AGT101 design features are reviewed, and the power section testing and results are addressed in detail. The results of component testing and evaluation are described for the compressor, turbine, regenerator, and foil bearing. Ceramic component development is discussed, including that of the static seal, turbine shroud seal, regenerator shield planar seal, regenerator shield piston ring, stator rig, ceramic combustor, and turbine rotor. Important areas to be addressed by the Advanced Turbine Technology Applications Project now in the planning stage at DOE and NASA are briefly reviewed.

Boyd, Gary L.↗
NASA NTRS1988

An approximation method for configuration optimization of trusses

Two- and three-dimensional elastic trusses are designed for minimum weight by varying the areas of the members and the location of the joints. Constraints on member stresses and Euler buckling are imposed and multiple static loading conditions are considered. The method presented here utilizes an approximate structural analysis based on first order Taylor series expansions of the member forces. A numerical optimizer minimizes the weight of the truss using information from the approximate structural analysis. Comparisons with results from other methods are made. It is shown that the method of forming an approximate structural analysis based on linearized member forces leads to a highly efficient method of truss configuration optimization.

Hansen, Scott R.↗