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At least 325 records · Page 18

Tiltrotor research aircraft composite blade repairs: Lessons learned

The XV-15, N703NA Tiltrotor Research Aircraft located at the NASA Ames Research Center, Moffett Field, California, currently uses a set of composite rotor blades of complex shape known as the advanced technology blades (ATBs). The main structural element of the blades is a D-spar constructed of unidirectional, angled fiberglass/graphite, with the aft fairing portion of the blades constructed of a fiberglass cross-ply skin bonded to a Nomex honeycomb core. The blade tip is a removable laminate shell that fits over the outboard section of the spar structure, which contains a cavity to retain balance weights. Two types of tip shells are used for research. One is highly twisted (more than a conventional helicopter blade) and has a hollow core constructed of a thin Nomex-honeycomb-and-fiberglass-skin sandwich; the other is untwisted with a solid Nomex honeycomb core and a fiberglass cross-ply skin. During initial flight testing of the blades, a number of problems in the composite structure were encountered. These problems included debonding between the fiberglass skin and the honeycomb core, failure of the honeycomb core, failures in fiberglass splices, cracks in fiberglass blocks, misalignment of mated composite parts, and failures of retention of metal fasteners. Substantial time was spent in identifying and repairing these problems. Discussed here are the types of problems encountered, the inspection procedures used to identify each problem, the repairs performed on the damaged or flawed areas, the level of criticality of the problems, and the monitoring of repaired areas. It is hoped that this discussion will help designers, analysts, and experimenters in the future as the use of composites becomes more prevalent.

Espinosa, Paul S.↗

Tiltrotor Research Aircraft composite blade repairs - Lessons learned

The XV-15, N703NA Tiltrotor Research Aircraft located at the NASA Ames Research Center, Moffett Field, California, currently uses a set of composite rotor blades of complex shape known as the advanced technology blades (ATBs). The main structural element of the blades is a D-spar constructed of unidirectional, angled fiberglass/graphite, with the aft fairing portion of the blades constructed of a fiberglass cross-ply skin bonded to a Nomex honeycomb core. The blade tip is a removable laminate shell that fits over the outboard section of the spar structure, which contains a cavity to retain balance weights. Two types of tip shells are used for research. One is highly twisted (more than a conventional helicopter blade) and has a hollow core constructed of a thin Nomex-honeycomb-and-fiberglass-skin sandwich; the other is untwisted with a solid Nomex honeycomb core and a fiberglass cross-ply skin. During initial flight testing of the blades, a number of problems in the composite structure were encountered. These problems included debonding between the fiberglass skin and the honeycomb core, failure of the honeycomb core, failures in fiberglass splices, cracks in fiberglass blocks, misalignment of mated composite parts, and failures of retention of metal fasteners. Substantial time was spent in identifying and repairing these problems. Discussed here are the types of problems encountered, the inspection procedures used to identify each problem, the repairs performed on the damaged or flawed areas, the level of criticality of the problems, and the monitoring of repaired areas. It is hoped that this discussion will help designers, analysts, and experimenters in the future as the use of composites becomes more prevalent.

Espinosa, Paul S.↗

Tungsten wire/FeCrAlY matrix turbine blade fabrication study

The objective was to establish a viable FRS monotape technology base to fabricate a complex, advanced turbine blade. All elements of monotape fabrication were addressed. A new process for incorporation of the matrix, including bi-alloy matrices, was developed. Bonding, cleaning, cutting, sizing, and forming parameters were established. These monotapes were then used to fabricate a 48 ply solid JT9D-7F 1st stage turbine blade. Core technology was then developed and first a 12 ply and then a 7 ply shell hollow airfoil was fabricated. As the fabrication technology advanced, additional airfoils incorporated further elements of sophistication, by introducing in sequence bonded root blocks, cross-plying, bi-metallic matrix, tip cap, trailing edge slots, and impingement inserts.

Melnyk, P.↗

Design Guidelines for Swirl-Venturi Fuel-Air Mixers for Lean Direct Injection Combustors

Design guidelines for aircraft gas turbine combustors are provided based on the swirl-venturi lean direction injection (SVLDI) scheme. The guidelines are developed through a combination of literature review and internal research at NASA GRC that sought to develop an understanding of how LDI geometry affects NOx emissions, minimum stable f/a, and combustion dynamics. Key objectives are to improve low power operability by reducing the fuel/air ratio achievable with the SV-LDI concept and to reduce NOx emissions for both the subsonic landing-takeoff cycle and supersonic cruise conditions. The design of any combustion system will be a set of compromises between flame stability and decreasing combustion emissions. This document is to serve as a guide for selecting the best options given the overall mission. This document is organized as follows. In section 1, we introduce and describe the SV-LDI concept as a way to reduce NOx emissions. Section 2 provides descriptions of the individual components that make up a single swirl-venturi LDI element — the venturi, swirler, and fuel injector and their primary purposes. Considerable focus is applied to how changes on the air side components affect the flow field. Section 3 examines variations within a single SV-LDI element swirler: blade thickness, presence of a diffuser section, position of fuel nozzle, et cetera. We include examples from the literature to emphasize key aspects of these changes. In Section 4 we consider the interaction of a single element with the combustion chamber and with neighboring elements. In Section 5, we look at fuel staging effects on emissions, combustion efficiency, and combustion dynamics. Throughout these sections, we will highlight any findings we consider universal, and in Section 6 we consolidate those findings to provide guidelines for use in SV-LDI designs.

gas turbine combustion↗

Neural-Net Processing of Characteristic Patterns From Electronic Holograms of Vibrating Blades

Finite-element-model-trained artificial neural networks can be used to process efficiently the characteristic patterns or mode shapes from electronic holograms of vibrating blades. The models used for routine design may not yet be sufficiently accurate for this application. This document discusses the creation of characteristic patterns; compares model generated and experimental characteristic patterns; and discusses the neural networks that transform the characteristic patterns into strain or damage information. The current potential to adapt electronic holography to spin rigs, wind tunnels and engines provides an incentive to have accurate finite element models lor training neural networks.

Decker, Arthur J.↗

Development and Validation of Physics Based Models for Ice Shedding

Calculations for ice accretion and shedding are presented for a model scale rotor in hover. The aerodynamic characteristics of the rotor are first computed using a combined blade element-momentum theory. The effective angles of attack, and the local flow velocity are used within the NASA Glenn solver LEWICE to estimate the collection efficiency. The computed convection efficiency and the surface pressure distribution from a panel method within LEWICE are used to estimate the ice accretion over the rotor blades over an elapsed time interval. Finally, a force balance approach is used to establish shedding events where the centrifugal force over the ice mass exceeds the adhesive forces at the rotor surface and the cohesive forces between adjacent masses of ice. Preliminary comparisons with test data acquired at the Pennsylvania State Icing Research Tunnel are presented. Sensitivity of the ice shedding events to surface roughness, adhesive strength, cohesive strength, and ambient conditions is discussed.

Gupta, Avani↗

Tidal Turbine Benchmarking Project: Stage I - Steady Flow Blind Predictions: Preprint

This paper presents the first blind prediction stage of the Tidal Turbine Benchmarking Project being conducted and funded by the UK's EPSRC and Supergen ORE Hub. In this first stage, only steady flow conditions, at low and elevated turbulence (3.1%) levels, were considered. Prior to the blind prediction stage, a large laboratory scale experiment was conducted in which a highly instrumented 1.6m diameter tidal rotor was towed through a large towing tank in well-defined flow conditions with and without an upstream turbulence grid. Details of the test campaign and rotor design were released as part of this community blind prediction exercise. Participants were invited to use a range of engineering modelling approaches to simulate the performance and loads of the turbine. 26 submissions were received from 12 groups from across academia and industry using solution techniques ranging from blade resolved computational fluid dynamics through actuator line, boundary integral element methods, vortex methods to engineering Blade Element Momentum methods. The comparisons between experiments and blind predictions were extremely positive helping to provide validation and uncertainty estimates for the models, but also validating the experimental tests themselves. The exercise demonstrated that the experimental turbine data provides a robust data set against which researchers and design engineers can test their models and implementations to ensure robustness in their processes, helping to reduce uncertainty and provide increased confidence in engineering processes. Furthermore, the data set provides the basis by which modellers can evaluate and refine approaches.

benchmarking↗

Wind Turbine Rotor Design Using High-Fidelity Aerostructural Optimization

Large wind turbines yield more energy but demand careful aeroelastic blade design. Coupled multiphysics design strategies can reduce wind energy costs by exploiting fluid-structure interactions. This work presents the first high-fidelity aerostructural optimization study of a large wind turbine rotor. We use blade-resolved fluid dynamics and structural solvers in a monolithic gradient-based optimization framework to explore steady-state torque and blade mass tradeoffs. The coupled-adjoint approach computes gradients efficiently, enabling the optimization of over 100 structural and geometric parameters simultaneously. Our optimization study modifies a DTU 10 MW benchmark with a simplified structure and isotropic material properties. The tightly coupled optimizations increase torque by 14% while reducing rotor mass by 9% or reduce blade mass by 27% while maintaining torque. Blade-resolved models provide greater design freedom, enabling 5% higher mass reductions than conventional parameterizations at equal torque. This framework paves the way for more detailed high-fidelity optimization studies to complement conventional design approaches.

17 WIND ENERGY↗

Aeroelastic analysis for helicopter rotors with blade appended pendulum vibration absorbers. Mathematical derivations and program user's manual

Mathematical development is presented for the expanded capabilities of the United Technologies Research Center (UTRC) G400 Rotor Aeroelastic Analysis. This expanded analysis, G400PA, simulates the dynamics of teetered rotors, blade pendulum vibration absorbers and the higher harmonic excitations resulting from prescribed vibratory hub motions and higher harmonic blade pitch control. Formulations are also presented for calculating the rotor impedance matrix appropriate to these higher harmonic blade excitations. This impedance matrix and the associated vibratory hub loads are intended as the rotor blade characteristics elements for use in the Simplified Coupled Rotor/Fuselage Vibration Analysis (SIMVIB). Sections are included presenting updates to the development of the original G400 theory, and material appropriate to the user of the G400PA computer program. This material includes: (1) a general descriptionof the tructuring of the G400PA FORTRAN coding, (2) a detaild description of the required input data and other useful information for successfully running the program, and (3) a detailed description of the output results.

Bielawa, R. L.↗

Advanced Gas Turbine (AGT) powertrain system development for automotive applications

Rotor dynamic instability investigations were conducted. Forward ball bearing hydraulic mount configurations were tested with little effect. Trial assembly of S/N 002 ceramic engine was initiated. Impeller design activities were completed on the straight line element (SLE) blade definition to address near-net-shape powder metal die forging. Performance characteristics of the Baseline Test 2A impeller were closely preserved. The modified blading design has been released for tooling procurement. Developmental testing of the diffusion flame combustor (DFC) for initial use in the S/N 002 2100 F ceramic structures engine was completed. A natural gas slave preheater was designed and fabricated. Preliminary regenerator static seal rig testing showed a significant reduction in leakage and sensitivity to stack height. Ceramic screening tests were completed and two complete sets of ceramic static structures were qualified for engine testing. Efforts on rotor dynamics development to resolve subsynchronous motion were continued.

Source record↗

An aeroelastic analysis with a generalized dynamic wake

An aeroelastic model with generalized dynamic wake is developed for application in the integration of aerodynamic, dynamic, and structural optimization of a rotor blade. The investigation is carried out with special attention to efficiency and accuracy of aeroelastic modeling. Each blade is assumed to be an elastic beam undergoing flap bending, lead-lag bending, elastic twist and axial deflections. The nonuniform blade is discretized into finite beam elements, each of which consists of twelve degrees of freedom. Such important blade design variables as pretwist, and chordwise offsets of the blade center of gravity and of the aerodynamic center from the elastic axis have been included in the analysis. Aerodynamic loads are computed from unsteady blade element theory where the rotor three-dimensional unsteady wake is modeled using a generalized dynamic wake theory. The noncirculatory loads based on unsteady thin airfoil theory are also included.

He, Cheng J.↗

Propeller problems

This report tries to give a comprehensive survey of the most important propeller problems such as the shape of propellers and the effect of atmospheric conditions on propeller performance.

PROPELLER SLIPSTREAM↗

Active Piezoelectric Vibration Control of Subscale Composite Fan Blades

As part of the Fundamental Aeronautics program, researchers at NASA Glenn Research Center (GRC) are investigating new technologies supporting the development of lighter, quieter, and more efficient fans for turbomachinery applications. High performance fan blades designed to achieve such goals will be subjected to higher levels of aerodynamic excitations which could lead to more serious and complex vibration problems. Piezoelectric materials have been proposed as a means of decreasing engine blade vibration either through a passive damping scheme, or as part of an active vibration control system. For polymer matrix fiber composite blades, the piezoelectric elements could be embedded within the blade material, protecting the brittle piezoceramic material from the airflow and from debris. To investigate this idea, spin testing was performed on two General Electric Aviation (GE) subscale composite fan blades in the NASA GRC Dynamic Spin Rig Facility. The first bending mode (1B) was targeted for vibration control. Because these subscale blades are very thin, the piezoelectric material was surface-mounted on the blades. Three thin piezoelectric patches were applied to each blade two actuator patches and one small sensor patch. These flexible macro-fiber-composite patches were placed in a location of high resonant strain for the 1B mode. The blades were tested up to 5000 rpm, with patches used as sensors, as excitation for the blade, and as part of open- and closed-loop vibration control. Results show that with a single actuator patch, active vibration control causes the damping ratio to increase from a baseline of 0.3% critical damping to about 1.0% damping at 0 RPM. As the rotor speed approaches 5000 RPM, the actively controlled blade damping ratio decreases to about 0.5% damping. This occurs primarily because of centrifugal blade stiffening, and can be observed by the decrease in the generalized electromechanical coupling with rotor speed.

Duffy, Kirsten P.↗

Small Propeller and Rotor Testing Capabilities of the NASA Langley Low Speed Aeroacoustic Wind Tunnel

The Low Speed Aeroacoustic Wind Tunnel (LSAWT) at NASA Langley Research Center has recently undergone a configuration change. This change incorporates an inlet nozzle extension meant to serve the dual purposes of achieving lower free-stream velocities as well as a larger core flow region. The LSAWT, part of the NASA Langley Jet Noise Laboratory, had historically been utilized to simulate realistic forward flight conditions of commercial and military aircraft engines in an anechoic environment. The facility was modified starting in 2016 in order to expand its capabilities for the aerodynamic and acoustic testing of small propeller and unmanned aircraft system (UAS) rotor configurations. This paper describes the modifications made to the facility, its current aerodynamic and acoustic capabilities, the propeller and UAS rotor-vehicle configurations to be tested, and some preliminary predictions and experimental data for isolated propeller and UAS rotor con figurations, respectively. Isolated propeller simulations have been performed spanning a range of advance ratios to identify the theoretical propeller operational limits of the LSAWT. Performance and acoustic measurements of an isolated UAS rotor in hover conditions are found to compare favorably with previously measured data in an anechoic chamber and blade element-based acoustic predictions.

Zawodny, Nikolas S.↗

Finite element simulations of viscoelastic flow of blade coating using the log-conformation tensor

Previous studies have demonstrated the benefits of the log-conformation formulation to model viscoelastic fluids; it increases stability at high Weissenberg numbers and ensures that the conformation tensor remains positive-definite. Many studies have applied the log-conformation tensor formulation to benchmark cases; however, relatively few studies investigate using the formulation on more complex flows. In this paper, we extend the log-conformation formulation to the manufacturing-relevant flow of blade coating. We first verify the log-conformation formulation on the benchmark problem of flow past a cylinder using the finite element method, and then apply it to the blade-coating process, in which a viscoelastic fluid entrained by a moving substrate passes under a blade at a constant web speed. We investigate various rheological effects and the resulting film thickness for the blade-coating problem, and compare the results from the log-conformation formulation to those of the original stress formulation. To this end, we show that the log-conformation formulation agrees well with other established methods, and also increases the maximum achievable web speed in the blade-coating problem.

36 MATERIALS SCIENCE↗

Feasibility Studies on a Hexagonal-Lattice Core for a World-Class Cold Neutron Source

Cold neutrons have kinetic energies less than 5 meV and wavelengths greater than 4 Α. They can be transported over tens of meters through super-reflecting neutron guides with minimal losses. Cold neutrons are used to investigate the structure of larger molecular systems such as biological materials, polymers and aggregates, due to their preferential interaction with light elements and general ignorance towards heavy ones. Intense beams of cold neutrons are obtained from slowing down a source of thermal energy neutrons - which may be from either a research reactor or spallation neutron source - through some cryogenic moderator such as liquid hydrogen or deuterium. The present reactor at the NIST Center for Neutron Research (NCNR) - NBSR - is such a cold neutron source (CNS) facility which provides cold neutron beams for over 2,000 scientists performing various experiments annually. Feasibility studies on a replacement reactor for the NBSR are underway at NCNR with the primary purpose of optimized cold neutron production. Low enriched uranium (LEU) fuel is required for the new reactor to conform to nuclear non-proliferation agreements. The low thermal power rate of 20 MW is taken as a priority with a fuel cycle length designated as 30 days. A horizontal split compact core with a large D{sub 2}O reflector tank is currently proposed and studied, with the expectation of achieving much better cold neutron performance than the present NIST reactor (NBSR). A preliminary core design has been completed using MCNP6 modeling and simulation. The physics performance characteristics of the proposed new core indicate that the new design is competitive with the most notable existing advanced cold neutron sources. In previous studies, only rectangular shaped fuel elements were considered because they have similar external dimensions as the NBSR fuel elements. However, from a compact core standpoint, a square lattice is not the most effective geometry for a tight configuration. Moreover, the previous studies also showed that the square lattice of the fuel elements left little room to accommodate vertical insertion blade-type control elements. As a result, all control blades had to reside in the D{sub 2}O reflector, which made the design cumbersome (in that case the control blades must penetrate the reflector tank) and neutronically uneconomical. In this summary, a preliminary feasibility study on a hexagonal core lattice is performed to render an alternative geometry for the new reactor (HEX core) to provide sufficient space for the control elements. The identical LEU fuel (U{sub 3}Si{sub 2}/Al) with U-235 enrichment 19.75% is used in the new design. The maximum thermal power and fuel management scheme remain the same as the previous investigations (three 30-day cycled batches for each batch of three fuel elements). The horizontal split compact core concept is also applied in the hexagonal lattice core design, with the objective of creating maximum thermal flux traps between the split core halves. A detailed description of the model for the hexagonal lattice core is presented in the following section. The HEX core design achieves a number of successes over the previous split-core design. Given that much of the motivation of this work was based on implementation of control blades into a concept which lacked them, it is notable that neutron economy was well-preserved in the process of achieving conservatively effective reactivity control; start-up k{sub eff} was in fact increased by 0.23% and peak thermal flux increased by ∼25%. A useful metric in determining the efficacy of resources towards creating an environment for the production of cold neutrons - dubbed the 'quality factor' (QF) - is the ratio of peak thermal neutron flux in a system to the total thermal power produced. Because HEX core's objectives are very focused in comparison to existing research reactors, it is fitting to pursue a design which out-performs all others in terms of some specific performance metric, namely this QF term. While HFIR remains the greatest cold neutron source in the world, it does so through use of HEU fuel (which will be replaced with LEU in the near future), and suffers a greater level of fast neutron contamination that is expected from the HEX design. The new core design achieves these successes due to the hexagonal lattice fuel arrangement, a 13.5% reduction in cladding mass, and a 13.1% reduction in fuel element volume. In spite of a 5.5% reduction in fuel mass, no compromises in reactor performance were noted. Provided the favorable characteristics shown of the control blade design, refueling intervals longer than the prescribed 30 days may be considered. It can be speculated that with these quantitative benefits, the overall capital and continuous costs of the HEX core design will be less than the previously proposed split-core concept.

07 ISOTOPE AND RADIATION SOURCES↗