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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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Data are given concerning the safety requirements that are, or should be, part of the hierachy of the contractual relationship between government and prime contractors, prime and subcontractors, and subcontractors and vendors.
A fuel cell technology program which was established to advance the state-of-the-art of hydrogen-oxygen fuel cells using the P and WA PC8B technology as the base is reported. The major tasks of this program consisted of (1) fuel cell system studies of a space shuttle powerplant conceptual design (designated engineering model -1, EM-1) supported by liaison with the space shuttle prime contractors; (2) component and subsystem technology advancement and; (3) a demonstrator powerplant test. Fuel cell system studies, with the EM-1 as the focal point of design activities, included determination of voltage regulation, specific reactant consumption, weight, voltage level and performance characteristics. These studies provided the basis for coordination activities with the space shuttle vehicle prime contractor. Interface information, on-board checkout and in-flight monitoring requirements, and development cost data were also provided as part of this activity. Even though the two vehicles primes had different voltage requirements (115 volts in one case and 28 volts in the other), it was concluded that either option could be provided in the fuel cell power system by the electrical hook-up of the cells in the stack.
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The results of an experimental investigation to increase the stable airflow range of a super sonic mixed-compression inlet are presented. Various throat-bypass bleeds were located on the inlet cowl. The bleed types were distributed porous normal holes, a forward slanted slot, or distributed educated slots. Large inlet stability margins were obtained with the inlet throat bleed systems if a constant pressure was maintained in the throat-bypass bleed plenum. Stability limits were determined for steady-state and limited transient internal air flow changes. Limited unstart angle-of-attack data are presented.
The NASA spinning torque apparatus was modified to measure the spinning torque on a cageless ball thrust bearing. Friction torque was measured for thrust loads varying from 44.5 to 403 newtons (10 to 90 lb) at speeds of 1000, 2000, and 3000 rpm. Tests were conducted with di-2-ethylhexyl sebacate and a synthetic paraffinic oil. These tests were run with either oil jet lubrication or with a thin surface film of lubricant only. An analytical model which included rolling resistance was developed and extended from previous models for spinning torque and lubricant rheology. The model was extended by the inclusion of rolling resistance. The computed values were in fair agreement with the experimental results and confirmed previous hypotheses that a thin lubricant film gives minimum bearing torque and an oil jet flow of a viscous lubricant will result in considerable rolling torque in addition to the torque due to ball spin.
Results of experimental tests conducted on a supersonic, mixed compression, axisymmetric inlet are presented. The inlet is designed for operation at Mach 2.5 with a turbofan engine (TF-30). The inlet was terminated with either a choked-orifice plate or a long pipe with variable area choked exit plug. Frequency responses were obtained for selected static pressures in the diffuser. These pressures were selected as potential control signals for terminal shock control. Frequency responses were obtained for the Mach 2 and 2.5 conditions for different terminations. Responses also were obtained with and without cowl bleed. Internal disturbances were produced by sinusoidally varying the inlet overboard bypass doors at frequencies out to 100 hertz.
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Temperature-dependent studies of excitability and tension-production kinetics were made on isolated trabecular strips from hibernating hamsters (HH), nonhibernating hamsters (CH), and from rats (R). The strips were electrically driven and isometric tension along with its first time derivative (dP/dt) were recorded. Excitabilities of both hamster tissues were greater than that of rat tissue from 5 to 38 C with HH greater than CH. Peak tension production followed the order of HH greater than CH greater than R at all temperatures below 24 C. Rat preparations showed an optimum peak tension production at about 31 C while HH and CH showed optima between 17 and 24 C. Times to maximal rates of tension rise showed significant variation. In this respect, the order of sensitivity to decreasing temperature was HH greater than CH greater than R.
Results of experimental tests conducted on a supersonic, mixed-compression, axisymmetric inlet are presented. The inlet is designed for operation at Mach 2.5 with a turbofan engine (TF-30). The inlet was coupled to either a choked orifice plate or a long duct which had a variable-area choked exit plug. Closed-loop frequency responses of selected diffuser static pressures used in the terminal-shock control system are presented. Results are shown for Mach 2.5 conditions with the inlet coupled to either the choked orifice plate or the long duct. Inlet unstart-restart traces are also presented. High-response inlet bypass doors were used to generate an internal disturbance and also to achieve terminal-shock control.
Indexes of research grants of the NASA University Program are presented. Only projects funded during the fiscal year 1973 are included.
The results of an experimental investigation to increase the stable airflow operating range of a supersonic mixed-compression inlet are presented. Two forward-slanted slot stability-bypass entrance configurations were tested. In terms of diffuser-exit corrected airflow, a large inlet stable airflow range of 18.5 percent was obtained with the superior configuration if a constant pressure was maintained in the bypass plenum. Limited unstart angle-of-attack data are presented.
The results of an experimental investigation to increase the stable airflow operating range of a supersonic mixed-compression inlet are presented. A distributed educated throat stability-bypass entrance configuration was tested. In terms of diffuser-exit corrected airflow, a large inlet stable airflow range of about 16.1 percent was obtained if a constant pressure was maintained in the bypass plenum. Limited unstart angle of attack data are presented.
The results of an experimental investigation to increase the stable airflow range (without unstart) of a supersonic mixed-compression inlet are presented. Various stability bypass entrances were located on the cowl side of the inlet throat. The types of entrance were distributed porous (normal holes), forward-slanted slot, and distributed educated slots. A large stable airflow range was obtained for each entrance type if a constant pressure was maintained in the stability bypass plenum. The distributed porous entrance provided the largest stable airflow range. Inlet unstart angle of attack was unaffected by the entrances.
The throat of a Mach 2.5 inlet with a coldpipe termination was fitted with a stability-bypass system. The inlet stable airflow range provided by various stability-bypass entrance configurations in alternate combination with several stability-bypass exit controls was determined for both steady-state conditions and internal transient pulses. Transient results were also obtained for the inlet with a choke point at the diffuser exit. Instart angles of attack were determined for the various stability-bypass entrance configurations. The response of the inlet-coldpipe system to internal and external oscillating disturbances was determined. Poppet valves at the stability-bypass exit provided an inlet stable airflow range of 28 percent or greater at all static and transient conditions.
An experimental wind tunnel investigation was conducted to determine the effects of time-variant distortions produced in a supersonic inlet on a J85-GE-13 turbojet engine. Results are presented principally in terms of instantaneous distortion amplitudes and total-pressure contours measured through compressor stall. They indicate that, although a time-averaged distortion may be far from a stall-inducing value, corresponding instantaneous distortion amplitudes can approach or exceed this value. Seven engine stall events were studied. In six of these events instantaneous distortion peaks of sufficient magnitude to cause stall were observed in the time period shortly before stall was detected.
The major scientific accomplishments through 1971 are reported for the particle track studies of lunar samples. Results are discussed of nuclear track measurements by optical and electron microscopy, thermoluminescence, X-ray diffraction, and differential thermal analysis.
An experimental investigation determined the drag and pressure performance of an axisymmetric supersonic inlet when operated in the transonic speed range. The inlet configuration was derived from a Mach 2.5 mixed compression inlet design with assumed variable geometry. At typical engine airflows the drag coefficient varied from 0.057 to 0.192 when the Mach number changed from 0.80 to 1.27. The presence of a wing simulator resulted in a sizable increase in total drag at Mach 1.2. This interference drag, which is roughly a 0.1 increase in drag coefficient, originates equally from an increase in both additive and cowl pressure drag.
The characteristics of the solid rocket propellant for use with the space shuttle rocket engine are discussed. Design ramifications have created different web thicknesses and motor operating pressures which have necessitated small changes in the required propellant burning rate at 1,000 psia. However, the SRM burning rate remains well within the range demonstrated in the Poseidon and Minuteman first stage motors. Any change in propellant burning rate can be accomplished readily by a slight modification in the oxidizer particle size distribution. The ballistic and mechanical properties of the propellant remain unchanged from the baseline (Configuration 0).