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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 325 records · Page 18
All sourcesNASA NTRSDOE OSTI
NASA NTRS1993

An upwind, kinetic flux-vector splitting method for flows in chemical and thermal non-equilibrium

We have developed new upwind kinetic difference schemes for flows with non-equilibrium thermodynamics and chemistry. These schemes are derived from the Boltzmann equation with the resulting Euler schemes developed as moments of the discretized Boltzmann scheme with a locally Maxwellian velocity distribution. Splitting the velocity distribution at the Boltzmann level is seen to result in a flux-split Euler scheme and is called Kinetic Flux Vector Splitting (KFVS). Extensions to flows with finite-rate chemistry and vibrational relaxation is accomplished utilizing nonequilibrium kinetic theory. Computational examples are presented comparing KFVS with the schemes of Van Leer and Roe for a quasi-one-dimensional flow through a supersonic diffuser, inviscid flow through two-dimensional inlet, and viscous flow over a cone at zero angle-of-attack. Calculations are also shown for the transonic flow over a bump in a channel and the transonic flow over an NACA 0012 airfoil. The results show that even though the KFVS scheme is a Riemann solver at the kinetic level, its behavior at the Euler level is more similar to the existing flux-vector splitting algorithms than to the flux-difference splitting scheme of Roe.

Eppard, W. M.↗
NASA NTRS1996

Development of Three-Dimensional Flow Code Package to Predict Performance and Stability of Aircraft with Leading Edge Ice Contamination

In the work reported herein, a simplified, uncoupled, zonal procedure is utilized to assess the capability of numerically simulating icing effects on a Boeing 727-200 aircraft. The computational approach combines potential flow plus boundary layer simulations by VSAERO for the un-iced aircraft forces and moments with Navier-Stokes simulations by NPARC for the incremental forces and moments due to iced components. These are compared with wind tunnel force and moment data, supplied by the Boeing Company, examining longitudinal flight characteristics. Grid refinement improved the local flow features over previously reported work with no appreciable difference in the incremental ice effect. The computed lift curve slope with and without empennage ice matches the experimental value to within 1%, and the zero lift angle agrees to within 0.2 of a degree. The computed slope of the un-iced and iced aircraft longitudinal stability curve is within about 2% of the test data. This work demonstrates the feasibility of a zonal method for the icing analysis of complete aircraft or isolated components within the linear angle of attack range. In fact, this zonal technique has allowed for the viscous analysis of a complete aircraft with ice which is currently not otherwise considered tractable.

Aircraft icing↗
NASA NTRSDate not supplied

Aeroacoustic Computations of a Generic Low Boom Concept in Landing Configuration: Part 3 - Aerodynamic Validation and Noise Source Identification

Wind tunnel test data were used to validate the predicted aerodynamic behavior of a 15%-scale version of a generic, low-boom aircraft. The test was conducted in the NASA Langley 14- by 22-Foot Subsonic Tunnel to determine the low-speed aerodynamic characteristics of the model. Measured steady surface pressures and global forces were used to validate predicted aerodynamic results obtained from high-fidelity simulations of the model as installed in the tunnel. Very good agreement between predicted and measured aerodynamic trends was demonstrated, providing the impetus to proceed with companion airframe noise simulations that were conducted in a free-air setting. Computed near-field flow variables acquired on a permeable data surface were used to generate synthetic pressure records for two 800-element phased microphone arrays positioned overhead and to the side of the model. The array data were beamformed to generate noise source localization maps for the clean model and several landing configurations. Primary and secondary airframe sources were identified and their relative strengths were determined. Far-field integrated noise spectra for the full aircraft, as well as individual components, were obtained from the source maps via integration of tailored regions. The analysis showed that noise produced by the landing gear was the dominant contributor to the far-field acoustic signature of the model, followed by flap noise. The effects of permeable data surface end caps, spatial resolution, array orientation, angle of attack, component interaction, velocity scaling, and numerical precision on synthetic far-field spectra were also evaluated.

low boom↗
NASA NTRS1975

Application of local linearization and the transonic equivalence rule to the flow about slender analytic bodies at Mach numbers near 1.0

The local linearization method for axisymmetric flow is combined with the transonic equivalence rule to calculate pressure distribution on slender bodies at free-stream Mach numbers from .8 to 1.2. This is an approximate solution to the transonic flow problem which yields results applicable during the preliminary design stages of a configuration development. The method can be used to determine the aerodynamic loads on parabolic arc bodies having either circular or elliptical cross sections. It is particularly useful in predicting pressure distributions and normal force distributions along the body at small angles of attack. The equations discussed may be extended to include wing-body combinations.

Tyson, R. W.↗
NASA NTRSDate not supplied

NNREPAIR: Constraint-based Repair of Neural Network Classifiers

We present NNREPAIR, a constraint-based technique for repairing neural network classifiers by i) fixing the logic of the network at an intermediate layer, and ii) fixing the decision conditions of the network at the last layer. NNREPAIR first uses fault localization to find potentially faulty network parameters (specifically weights) and then performs repair using constraint solving to apply small modifications to remedy the defects. We present novel strategies to enable precise yet efficient repair such as inferring correctness specifications to act as oracles for intermediate layer repair, and generation of experts wrt each class. We demonstrate the technique in the context of three different scenarios: (1) Improving the over all accuracy of a model, (2) Fixing security vulnerabilities caused by poisoning of training data and (3) Improving the robustness of the network against adversarial attacks. Our evaluation on MNIST and CIFAR-10 models shows that NNREPAIR can improve the accuracy by 45.56% on poisoned data and 11.11% on adversarial data. NNREPAIR also provides improvement, albeit modest, in the overall accuracy of models, without requiring new data or re-training.

Repair↗
NASA NTRS1990

Convective heat transfer measurements from a NACA 0012 airfoil in flight and in the NASA Lewis Icing Research Tunnel

Local heat transfer coefficients were measured on a smooth and roughened NACA 0012 airfoil. Heat transfer measurements on the 0.533 m chord airfoil were made both in flight on the NASA Lewis Twin Otter Icing Research Aircraft and in the NASA Icing Research Tunnel (IRT). Roughness was obtained by the attachment of uniform 2 mm diameter hemispheres to the airfoil surface in 4 distinct patterns. Flight data were taken for the smooth and roughened airfoil at various Reynolds numbers based on chord in the range 1.24 to 2.50 x 10 (exp 6) and at various angles of attack up to 4 deg. During these flight tests, the free stream velocity turbulence intensity was found to be very low (less than 0.1 percent). Wind tunnel data were acquired in the Reynolds number range 1.20 to 4.25 x 10 (exp t) and at angles of attack from -4 to 8 deg. The turbulence intensity in the IRT was 0.5 to 0.7 percent with the cloud generating sprays off. A direct comparison was made between the results obtained in flight and in the IRT. The higher level of turbulence in the IRT vs. flight had little effect on the heat transfer for the lower Reynolds numbers but caused a moderate increase in heat transfer at the high Reynolds numbers. Roughness generally increased the heat transfer.

Poinsatte, Philip E.↗
NASA NTRS2012

Analysis of Ares Crew Launch Vehicle Transonic Alternating Flow Phenomenon

A transonic wind tunnel test of the Ares I-X Rigid Buffet Model (RBM) identified a Mach number regime where unusually large buffet loads are present. A subsequent investigation identified the cause of these loads to be an alternating flow phenomenon at the Crew Module-Service Module junction. The conical design of the Ares I-X Crew Module and the cylindrical design of the Service Module exposes the vehicle to unsteady pressure loads due to the sudden transition between a subsonic separated and a supersonic attached flow about the cone-cylinder junction as the local flow randomly fluctuates back and forth between the two flow states. These fluctuations produce a square-wave like pattern in the pressure time histories resulting in large amplitude, impulsive buffet loads. Subsequent testing of the Ares I RBM found much lower buffet loads since the evolved Ares I design includes an ogive fairing that covers the Crew Module-Service Module junction, thereby making the vehicle less susceptible to the onset of alternating flow. An analysis of the alternating flow separation and attachment phenomenon indicates that the phenomenon is most severe at low angles of attack and exacerbated by the presence of vehicle protuberances. A launch vehicle may experience either a single or, at most, a few impulsive loads since it is constantly accelerating during ascent rather than dwelling at constant flow conditions in a wind tunnel. A comparison of a windtunnel- test-data-derived impulsive load to flight-test-data-derived load indicates a significant over-prediction in the magnitude and duration of the buffet load. I. Introduction One

Sekula, Martin K.↗
NASA NTRS1980

Optimum subsonic, high-angle-of-attack nacelles

Many proposed advanced aircraft - but especially tilt-nacelle, subsonic-cruise, V/STOL aircraft - require nacelles that operate over a wide range of aerodynamic conditions. The optimum design of such nacelles and their inlets is described, including how the inlet low-speed design conditions are selected, the conditions for which the various regions of the inlet are designed, and appropriate criteria of merit. For low-speed operation the optimum internal surface velocity distributions and skin friction distributions are described for three categories of inlets: those without boundary-layer control (BLC), those with BLC, and those with blow-in door slots and retractable slats. Experimental results are presented that show the performance of the various types of inlets. At cruise speed the effect of factors that reduce the nacelle external surface area and the local skin friction is illustrated. These factors are cruise Mach number, inlet throat size, fan-face Mach number, and nacelle contour. The interrelation of these cruise-speed factors with the design requirements for good low-speed performance is discussed. Finally an inlet design without BLC and an optimized inlet design with slots and slats are compared to illustrate the possible reductions in nacelle size.

Luidens, R. W.↗
NASA NTRS1989

Convective heat transfer measurements from a NACA 0012 airfoil in flight and in the NASA Lewis Icing Research Tunnel

Local heat transfer coefficients were measured on a smooth and roughened NACA 0012 airfoil. Heat transfer measurements on the 0.533 m chord airfoil were made both in flight on the NASA Lewis Twin Otter Icing Research Aircraft and in the NASA Lewis Icing Research Tunnel (IRT). Roughness was obtained by the attachment of uniform 2 mm diameter hemispheres to the airfoil surface in 4 distinct patterns. Flight data were taken for the smooth and roughened airfoil at various Reynolds numbers based on chord in the range 1.24 to 2.50 x 10(exp 6) and at various angles of attack up to 4 deg. During these flight tests, the free stream velocity turbulence intensity was found to be very low (less than 0.1 percent). Wind tunnel data were acquired in the Reynolds number range 1.20 to 4.25 x 10(exp 6) and at angles of attack from -4 to 8 deg. The turbulence intensity in the IRT was 0.5 to 0.7 percent with the cloud generating sprays off. A direct comparison was made between the results obtained in flight and in the IRT. The higher level of turbulence in the IRT vs. flight had little effect on the heat transfer for the lower Reynolds numbers but caused a moderate increase in heat transfer at the high Reynolds numbers. Roughness generally increased the heat transfer.

Poinsatte, Philip E.↗
NASA NTRS1972

Inviscid surface streamlines and heat transfer on shuttle-type configurations.

A method is developed which calculates laminar, transitional, and turbulent heating rates on arbitrary blunt-nosed three-dimensional bodies at angle of attack in hypersonic flow. The geometry of the body may be specified analytically, or generated from a doubly cubic spline fit to coordinate points. Inviscid surface streamlines are calculated from Euler's equation using a prescribed pressure distribution. Laminar and turbulent heating rates are determined along a streamline by applying the axisymmetric analog to solutions of the axisymmetric boundary-layer equations. The location of the transition region may be specified optionally by geometric location, momentum thickness Reynolds number, or integrated unit Reynolds number along a streamline. Transitional heating rates are then calculated as a weighted average of the local laminar and turbulent values. Either ideal gas or equilibrium air properties may be used.

Dejarnette, F. R.↗
NASA NTRS1993

Computational analysis of off-design waveriders

Comprehensive inviscid and viscous numerical simulations of hypersonic flow past nonconical rounded-nose waveriders are presented. The flow fields and aerodynamic forces at off-design conditions are determined inviscidly by a space-marching CFD code with the initial-data plane provided by a time-marching Navier-Stokes CFD code. Off-design conditions include off-design Mach numbers, angles of attack, and rounded leading edges. A wide range of waverider configurations is investigated and compared. These calculations show the effects of viscous interactions, which are influential near the leading edges, and determine the viscous drag. The inviscid calculations show that L/D decreases as freestream M increases (with alpha = 0). At the on-design Mach numbers, the maximum L/D may occur at slight positive or negative alpha, depending on the shape of the waverider, and zero lift occurs at a negative alpha approximately equal to half of the body thickness. The effects of slight leading-edge blunting produce only local effects in the flow field and small losses in L/D.

He, X.↗
NASA NTRS2005

Review of HxPyOz-Catalyzed H + OH Recombination in Scramjet Nozzle Expansions; and Possible Phosphoric Acid Enhancement of Scramjet Flameholding, from Extinction of H3PO4 + H2 - Air Counterflow Diffusion Flames

Recent detailed articles by Twarowski indicate that small quantities of phosphorus oxides and acids in the fuel-rich combustion products of H2 + phosphine (PH3) + air should significantly catalyze H, OH and O recombination kinetics during high-speed nozzle expansions -- to reform H2O, release heat, and approach equilibrium more rapidly and closely than uncatalyzed kinetics. This paper is an initial feasibility study to determine (a) if addition of phosphoric acid vapor (H3PO4) to a H2 fuel jet -- which is much safer than using PH3 -- will allow combustion in a high-speed scramjet engine test without adverse effects on localized flameholding, and (b) if phosphorus-containing exhaust emissions are environmentally acceptable. A well-characterized axisymmetric straight-tube opposed jet burner (OJB) tool is used to evaluate H3PO4 addition effects on the air velocity extinction limit (flame strength) of a H2 versus air counterflow diffusion flame. Addition of nitric oxide (NO), also believed to promote catalytic H-atom recombination, was evaluated for comparison. Two to five mass percent H3PO4 in the H2 jet increased flame strength 4.2%, whereas airside addition decreased it 1%. Adding 5% NO to the H2 caused a 2% decrease. Products of H-atom attack on H3PO4 produced an intense green chemiluminescence near the stagnation point. The resultant exothermic production of phosphorus oxides and acids, with accelerated H-atom recombination, released sufficient heat near the stagnation point to increase flame strength. In conclusion, the addition of H3PO4 vapor (or more reactive P sources) to hydrogen in scramjet engine tests may positively affect flameholding stability in the combustor and thrust production during supersonic expansion -- a possible dual benefit with system design / performance implications. Finally, a preliminary assessment of possible environmental effects indicates that scramjet exhaust emissions should consist of phosphoric acid aerosol, with gradual conversion to phosphate aerosol. This is compared to various natural abundances and sources.

Pellett, Gerald↗
NASA NTRS1987

An experimental investigation of an advanced turboprop installation on a swept wing at subsonic and transonic speeds

An investigation was conducted in the Langley 16-Foot Transonic Tunnel to determine the effects of a turboprop-nacelle installation on the pressure distributions over a swept, supercritical wing. The tests were conducted at Mach numbers from 0.20 to 0.80, at angles of attack from 0 to 5 degrees, nacelle nozzle pressure ratios from 1.0 to 1.6, and at propeller tip speeds from 700 to 800 ft/sec. The results of this study indicate that the turboprop nacelle interference, with and without power, on a swept wing is greater on the inboard wing panel than on the outboard wing panel. The over-the-wing nacelle installation with the propeller upwash on the inboard panel had flow separation problems at a Mach number of 0.80. No severe flow separation problems appear to exist for either propeller rotation direction for the under-the-wing nacelle installation. The local flow disturbances caused by the under-the-wing nacelle installation were in general less severe than for the over-the-wing nacelle installation.

Carlson, John R.↗
NASA NTRS1985

Candidate galaxies for study of the local velocity field and distance scale using Space Telescope. I - The most easily resolved. II - The more difficult cases. III - Galaxies in the Virgo cluster core

A subset of 1246 Shapley-Ames galaxies is presented which holds promise for some degree of useful resolution by the Space Telescope. The 95 candidate galaxies easiest to resolve are described and illustrated first. Many of these can be readily resolved into brightest stars from the ground with presently available telescopes at a few sites, while others might be resolved from the ground into at least the brightest blue supergiants. Then, 152 additional candidates are presented which can only be adequately studied with the Space Telescope. Finally, the most promising galaxies for studies of the resolved stellar content that occur in the central six degree core of the Virgo cluster are given. These are expected to be useful for any direct attack on the distance to the cluster itself.

Sandage, A.↗
NASA NTRS1980

Transonic Flow Past a Symmetrical Airfoil-- Inviscid and Turbulent Flow Properties

Flowfield measurements are presented for a symmetrical NACA 64A010 airfoil section at transonic conditions. Measurements were obtained for three angles of attack with the freestream Mach number fixed at O.S. The cases studied included a weak shock-wave/boundary-layer interaction, an interaction of medium strength with mild separation, and an interaction of sufficient strength to produce a shock-induced stall situation. Two nonintrusive optical techniques, lower velocimetry and holographic interferometry, were used to characterize the flows. The results include Mach number contours and flow angle distributions in the inviscid flow regions, and turbulent flow properties, including the turbulent Reynolds stresses, of the upper surface viscous layers, and of the near-wake. The turbulent flow measurements reveal that the turbulence fluctuations attain equilibrium with the local mean flow much faster than previously expected.

Johnson D. A.↗
NASA NTRS2013

Testing of the Trim Tab Parametric Model in NASA Langley's Unitary Plan Wind Tunnel

In support of NASA's Entry, Descent, and Landing technology development efforts, testing of Langley's Trim Tab Parametric Models was conducted in Test Section 2 of NASA Langley's Unitary Plan Wind Tunnel. The objectives of these tests were to generate quantitative aerodynamic data and qualitative surface pressure data for experimental and computational validation and aerodynamic database development. Six component force-and-moment data were measured on 38 unique, blunt body trim tab configurations at Mach numbers of 2.5, 3.5, and 4.5, angles of attack from -4deg to +20deg, and angles of sideslip from 0deg to +8deg. Configuration parameters investigated in this study were forebody shape, tab area, tab cant angle, and tab aspect ratio. Pressure Sensitive Paint was used to provide qualitative surface pressure mapping for a subset of these flow and configuration variables. Over the range of parameters tested, the effects of varying tab area and tab cant angle were found to be much more significant than varying tab aspect ratio relative to key aerodynamic performance requirements. Qualitative surface pressure data supported the integrated aerodynamic data and provided information to aid in future analyses of localized phenomena for trim tab configurations.

Murphy, Kelly J.↗
NASA NTRS1978

Transonic flow about a two-dimensional airfoil inviscid and turbulent flow properties.

Flow-field measurements are presented for a symmetrical NACA 64A010 airfoil section at transonic conditions. Measurements were obtained for three angles of attack with the free-stream Mach number fixed at 0.8. The cases studied included a weak shock wave/boundary layer interaction, an interaction of medium strength with mild separation, and an interaction of sufficient strength to produce a shock-induced stall situation. Two nonintrusive optical techniques, laser velocimetry and holographic interferometry, were used to characterize the flows. The results include Mach number contours and flow angle distributions in the inviscid flow regions, and turbulent flow properties, including the turbulent Reynolds stresses, of the upper surface viscous layers, and of the near-wake. The turbulent flow measurements reveal that the turbulence fluctuations attain equilibrium with the local mean flow much faster than previously expected.

Johnson, D. A.↗
NASA NTRS2010

Analysis of a Transonic Alternating Flow Phenomenon Observed During Ares Crew Launch Vehicle Wind Tunnel Tests

A transonic wind tunnel test of the Ares I-X Rigid Buffet Model (RBM) identified a Mach number regime where unusually large buffet loads are present. A subsequent investigation identified the cause of these loads to be an alternating flow phenomenon at the Crew Module-Service Module junction. The conical design of the Ares I-X Crew Module and the cylindrical design of the Service Module exposes the vehicle to unsteady pressure loads due to the sudden transition from separated to attached flow about the cone-cylinder junction with increasing Mach number. For locally transonic conditions at this junction, the flow randomly fluctuates back and forth between a subsonic separated flow and a supersonic attached flow. These fluctuations produce a square-wave like pattern in the pressure time histories which, upon integration result in large amplitude, impulsive buffet loads. Subsequent testing of the Ares I RBM found much lower buffet loads since the evolved Ares I design includes an ogive fairing that covers the Crew Module-Service Module junction, thereby making the vehicle less susceptible to the onset of alternating flow. An analysis of the alternating flow separation and attachment phenomenon indicates that the phenomenon is most severe at low angles of attack and exacerbated by the presence of vehicle protuberances. A launch vehicle may experience either a single or, at most, a few impulsive loads since it is constantly accelerating during ascent rather than dwelling at constant flow conditions in a wind tunnel. A comparison of a wind-tunnel-test-data-derived impulsive load to flight-test-data-derived load indicates a significant over-prediction in the magnitude and duration of the buffet load

Sekula, Martin K.↗