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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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All sourcesNASA NTRSDOE OSTI
NASA NTRS2012

Elastic Model Transitions Using Quadratic Inequality Constrained Least Squares

A technique is presented for initializing multiple discrete finite element model (FEM) mode sets for certain types of flight dynamics formulations that rely on superposition of orthogonal modes for modeling the elastic response. Such approaches are commonly used for modeling launch vehicle dynamics, and challenges arise due to the rapidly time-varying nature of the rigid-body and elastic characteristics. By way of an energy argument, a quadratic inequality constrained least squares (LSQI) algorithm is employed to e ect a smooth transition from one set of FEM eigenvectors to another with no requirement that the models be of similar dimension or that the eigenvectors be correlated in any particular way. The physically unrealistic and controversial method of eigenvector interpolation is completely avoided, and the discrete solution approximates that of the continuously varying system. The real-time computational burden is shown to be negligible due to convenient features of the solution method. Simulation results are presented, and applications to staging and other discontinuous mass changes are discussed

Orr, Jeb S.↗
NASA NTRS1989

Conjugate (solid/fluid) computational fluid dynamics analysis of the space shuttle solid rocket motor nozzle/case and case field joints

Three-dimensional, conjugate (solid/fluid) heat transfer analyses of new designs of the Solid Rocket Motor (SRM) nozzle/case and case field joints are described. The main focus was to predict the consequences of multiple rips (or debonds) in the ambient cure adhesive packed between the nozzle/case joint surfaces and the bond line between the mating field joint surfaces. The models calculate the transient temperature responses of the various materials neighboring postulated flow/leakpaths into, past, and out from the nozzle/case primary O-ring cavity and case field capture O-ring cavity. These results were used to assess if the design was failsafe (i.e., no potential O-ring erosion) and reusable (i.e., no excessive steel temperatures). The models are adaptions and extensions of the general purpose PHOENICS fluid dynamics code. A non-orthogonal coordinate system was employed and 11,592 control cells for the nozzle/case and 20,088 for the case field joints are used with non-uniform distribution. Physical properties of both fluid and solids are temperature dependent. A number of parametric studies were run for both joints with results showing temperature limits for reuse for the steel case on the nozzle joint being exceeded while the steel case temperatures for the field joint were not. O-ring temperatures for the nozzle joint predicted erosion while for the field joint they did not.

Doran, D.↗
NASA NTRS2016

Everyone Wins: A Mars-Impact Origin for Carbonaceous Phobos and Deimos

Discussions of Phobos' and Deimos' origin(s) tend to feature an orthogonally opposed pair of observations: dynamical studies which favor coalescence of the moons from an orbital debris ring arising from a large impact on Mars; and reflectance spectroscopy of the moons that indicate a carbonaceous composition that is not consistent with Martian surface materials. One way to reconcile this discrepancy is to consider the option of a Mars-impact origin for Phobos and Deimos, followed by surficial decoration of carbon-rich materials by interplanetary dust particles (IDP). The moons experience a high IDP flux because of their location in Mars' gravity well. Calculations show that accreted carbon is sufficient to produce a surface with reflectance spectra resembling carbonaceous chondrites.

Fries, M.↗
NASA NTRS2019

Identification of Bare-Airframe Dynamics from Closed-Loop Data Using Multisine Inputs and Frequency Responses

Amethod is presented for computing multiple-input multiple-output frequency responses of bare-airframe dynamics for systems excited using orthogonal phase-optimized multisines and including correlated data arising from control mixing or feedback control. The estimation was posed as the solution to an underdetermined system of linear equations, for which additional information was supplied using interpolation of the frequency responses. A simulation model of the NASA T-2 aircraft having two inputs and two outputs was used to investigate the method in the open-loop configuration and under closed-loop control. The method was also applied to flight test data from the X-56A aeroelastic demonstrator having five inputs and ten outputs and flying under closed-loop control with additional control allocation mixing. Results demonstrated that the proposed method accurately estimates the bare airframe frequency responses in the presence of correlated data from control mixing and feedback control. Results also agreed with estimates obtained using different methods that are less sensitive to correlated inputs.

Grauer, Jared A.↗
NASA NTRS1982

Idealized dynamic grid computation of physical systems

The construction and utility of an idealized computational space for finite-difference computation of physical systems are considered. All computations are performed in tau space, which at any instant represents the dynamic grid of a subject physical system appropriately stretched into a uniform, orthogonal grid. A strain field model of physical system is described, including the sample computation of strain density fields. Dynamic grid generation using invariant-mapping is addressed, and the tau computational space is considered, including a grid dynamism constraint, a grid orthogonality constraint, and a grid smoothness constraint. The detailed tau computational space method is presented and illustrated with two sample problems.

Anyiwo, J. C.↗
NASA NTRS1992

Transport of the Norwegian Atlantic current as determined from satellite altimetry

Relatively warm and salty North Atlantic surface waters flow through the Faeroe-Shetland Channel into the higher latitudes of the Nordic Seas, preserving an ice-free winter environment for much of the exterior coast of northern Europe. This flow was monitored along the Norwegian coast using Geosat altimetry on two ascending arcs during the Exact Repeat Mission in 1987-1989. Concurrent undertrack CTD surveys were used to fix a reference surface for the altimeter-derived SSH anomalies, in effect creating time series of alongtrack surface dynamic height topographies. Climatologic CTD casts were then used, with empirical orthogonal function (EOF) analysis, to derive relationships between historical surface dynamic heights and vertical temperature and salinity profiles. Applying these EOF relationships to the altimeter signals, mean transports of volume, heat, and salt were calculated at approximately 2.9 Sverdrups, 8.1 x 10 exp 11 KCal/s and 1.0 x 10 exp 8 Kg/s, respectively. Maximum transports occurred in February/March and minimum in July/August.

Pistek, Pavel↗
NASA NTRS1977

System for measuring three fluctuating velocity components in a turbulently flowing fluid

A system is described for measuring fluid velocity in a turbulently flowing fluid including a sensing apparatus for dynamically sensing the mainstream and two orthogonal cross velocity components of the fluid. A transducer operative is included to provide three electrical output signals representative of the velocity components in the mainstream, and in the cross directions. Signal processors can be utilized to derive the Reynolds stress wave and the Reynolds stress.

Cheng, D. Y.↗
NASA NTRSDate not supplied

Derivation of Integrated Load Distributions from Resampled Computational Data

Principal component analysis (PCA) has been the center of many surrogate models used to characterize fluid flows in recent years. However, little work has been done to character- ize the uncertainty in the PCA transform itself and its effect on derived surrogate models. To explore the uncertainty, a typical interpolated surrogate model is constructed for a represen- tative aerodynamic body from computational data. The computational data is then resampled to explore the robustness of the PCA transformation. The variations of the model predictions during this resampling are analyzed to get a measure of confidence in the PCA transformation, which is then applied to the interpolated surrogate model to get uncertainty on integrated force predictions. An initial test case has been explored with promising results.

Computational Fluid Dynamics↗
NASA NTRS1975

System for interference signal nulling by polarization adjustment

A receiving system for automatically selecting a desired one of two approximately orthogonally polarized signals occupying the same bandwidth, is described. Received signals are provided by any orthomode antenna system at a pair of output ports, i.e., right hand and left hand circular polarizations or two linear polarizations. The received signals are then applied to the inputs of a hybrid junction to produce sum and difference signals. The resulting sum signal at one output port comprises components of the undesired one of two orthogonally polarized signals and is used to coherently detect and dynamically balance out the undesired signal components that are included at the difference signal port. The desired one of two orthogonally polarized signals is thereby provided at the difference port of the hybrid junction. Feedback loops are used to effect dynamic balancing.

Ohlson, J. E.↗
NASA NTRS2012

Aircraft Dynamic Modeling in Turbulence

A method for accurately identifying aircraft dynamic models in turbulence was developed and demonstrated. The method uses orthogonal optimized multisine excitation inputs and an analytic method for enhancing signal-to-noise ratio for dynamic modeling in turbulence. A turbulence metric was developed to accurately characterize the turbulence level using flight measurements. The modeling technique was demonstrated in simulation, then applied to a subscale twin-engine jet transport aircraft in flight. Comparisons of modeling results obtained in turbulent air to results obtained in smooth air were used to demonstrate the effectiveness of the approach.

Morelli, Eugene A.↗
NASA NTRSDate not supplied

Soyuz Landing Risk Characterization

INTRODUCTION United States On-orbit Segment (USOS) astronauts have been returning to Earth from the International Space Station (ISS) aboard the Russian Soyuz vehicle since 2003. The energetics associated with Soyuz landings are comparable to our next generation of US space vehicles (Orion, Crew Dragon, and Starliner). Soyuz also lands crew in a similar state of spaceflight deconditioning that is anticipated using the future vehicles. A number of injuries have now been observed during these Soyuz landings. Currently it is unknown how Soyuz landing accelerations and the numbers and types of associated injuries relate to the new occupant protection requirements levied upon future space vehicles. Understanding this relationship will allow better quantification of the risk of injury for future spacecraft designs. METHODS An estimate of the occurrences of injury during Soyuz landings has been determined using data contained in NASA flight medicine databases and supplemented with data collected from crewmembers and flight surgeons. At the time of this abstract, 96 USOS astronauts have returned to Earth in the Soyuz (59 US, 31 International Partner, and 6 spaceflight participants). Of that total, data from 80 individual crew landings has been collected through this study. Injuries are classified as either contusions/abrasions, Class I (minor, no medical follow-up), Class II (moderate, medical follow-up necessary), Class III (severe), and Class IV (life threatening). Current NASA occupant protection standards are primarily based on the Multi-axial Dynamic Response Index (MDRI), which is a simple lumped-parameter spring, mass, damper model tuned to human impact responses in three orthogonal axes. RESULTS Using what is known about Soyuz landing dynamics from airborne and drop test data, the MDRI predicts essentially no Class IV or III injuries, < 1% Class II injuries, and < 5% Class I injuries. Approximately one-third of all USOS crewmembers for whom data has been gathered have suffered some sort of injury related to landing in the Soyuz vehicle. Most of these injuries fall into the contusion/abrasion category (21.3 %). Class I injuries have been sustained by 5.0% of all crew, and Class II injuries have been observed in 3.8%. No Class III or IV injuries have been sustained to date. Forty-three injuries have been documented, with some crewmembers sustaining more than one injury in a single landing. The knee was the most likely area of injury (n=9), followed by the back (n=8), and then the arm (n=7). CONCLUSION Soyuz landing dynamics are the most comparable analog environment for the anticipated loads associated with Orion and commercial crew vehicle landings. The MDRI under predicts the percentage of Class II injuries experienced during Soyuz landings. The MDRI is better at predicting Class I injury occurrences. However, if contusions/abrasions are included in the minor injury Class I category, then the MDRI also vastly under predicts those injuries as well. Given this data, it will be important to re-evaluate the expected injury rates for future vehicles, and work toward improving the predictive tools for spaceflight use. Spaceflight deconditioning may account for some of the under prediction, and work is ongoing to assess the relationship between landing injuries and impact tolerance changes due to spaceflight deconditioning.

N Newby↗
NASA NTRSDate not supplied

Soyuz Landing Risk Characterization

INTRODUCTION United States On-orbit Segment (USOS) astronauts have been returning to Earth from the International Space Station (ISS) aboard the Russian Soyuz vehicle since 2003. The energetics associated with Soyuz landings are comparable to our next generation of US space vehicles (Orion, Crew Dragon, and Starliner). Soyuz also lands crew in a similar state of spaceflight deconditioning that is anticipated using the future vehicles. A number of injuries have now been observed during these Soyuz landings. Currently it is unknown how Soyuz landing accelerations and the numbers and types of associated injuries relate to the new occupant protection requirements levied upon future space vehicles. Understanding this relationship will allow better quantification of the risk of injury for future spacecraft designs. METHODS An estimate of injury occurrence during Soyuz landings has been determined using data contained in NASA flight medicine databases and supplemented with data collected from crewmembers and flight surgeons. At the time of this abstract, 96 USOS astronauts have returned to Earth in the Soyuz (59 US, 31 International Partner, and 6 spaceflight participants). Of that total, data from 80 individual crew landings has been collected through this study as of 2021. Injuries are classified either as contusions/abrasions, Class I (minor, no medical follow-up), Class II (moderate, medical follow-up necessary), Class III (severe), or Class IV (life threatening). Current NASA occupant protection standards are primarily based on the Multi-axial Dynamic Response Index (MDRI), which is a simple lumped-parameter spring, mass, damper model tuned to human impact responses in three orthogonal axes. RESULTS Using what is known about Soyuz landing dynamics from airborne and drop test data, the MDRI predicts essentially no Class IV or III injuries, < 1% Class II injuries, and < 5% Class I injuries. Approximately one-third of all USOS crewmembers for whom data has been gathered have suffered some sort of injury related to landing in the Soyuz vehicle. Most of these injuries fall into the contusion/abrasion category (21.3 %) (n.b. This is the percent for whom contusion/abrasion was the worst injury. Those with class I or II injuries typically also received contusions/abrasions). Class I injuries have been sustained by 5.0% of all crew, and Class II injuries have been observed in 3.8%. No Class III or IV injuries have been sustained to date. Forty-three injuries have been documented, with some crewmembers sustaining more than one injury in a single landing. The knee was the most likely area of injury (n=9), followed by the back (n=8), then the arm (n=7). CONCLUSION Soyuz landing dynamics are the most comparable analog environment for the anticipated loads associated with Orion and commercial crew vehicle landings. The MDRI under predicts the percentage of Class II injuries experienced during Soyuz landings, but it is better at predicting Class I injury occurrences. However, if contusions/abrasions are included in the minor injury Class I category, then the MDRI vastly under predicts those injuries as well. Given this data, it is important to re-evaluate the expected injury rates for future vehicles and work toward improving the predictive tools for spaceflight use. Spaceflight deconditioning may account for some of the under prediction, and work is ongoing to assess the relationship between landing injuries and impact tolerance changes due to spaceflight deconditioning. Future work includes expanding this study to involve private space missions on new vehicles to better characterize the effects of time in flight, suit and seat design, and vehicle dynamics.

N Newby↗
NASA NTRSDate not supplied

Soyuz Landing Risk Characterization

INTRODUCTION United States On-orbit Segment (USOS) astronauts have been returning to Earth from the International Space Station (ISS) aboard the Russian Soyuz vehicle since 2003. The energetics associated with Soyuz landings are comparable to our next generation of US space vehicles (Orion, Crew Dragon, and Starliner). Soyuz also lands crew in a similar state of spaceflight deconditioning that is anticipated using the future vehicles. A number of injuries have now been observed during these Soyuz landings. Currently it is unknown how Soyuz landing accelerations and the numbers and types of associated injuries relate to the new occupant protection requirements levied upon future space vehicles. Understanding this relationship will allow better quantification of the risk of injury for future spacecraft designs. METHODS An estimate of injury occurrence during Soyuz landings has been determined using data contained in NASA flight medicine databases and supplemented with data collected from crew members and flight surgeons. At the time of this abstract, 96 USOS astronauts have returned to Earth in the Soyuz (59 US, 31 International Partner, and 6 spaceflight participants). Of that total, data from 80individual crew landings has been collected through this study as of September 2023. Injuries are classified either as contusions/abrasions, Class I (minor, no medical follow-up), Class II (moderate, medical follow-up necessary), Class III (severe), or Class IV (life threatening). Current NASA occupant protection standards are primarily based on the Multi-axial Dynamic Response Index (MDRI), which is a simple lumped-parameter spring, mass, damper model tuned to human impact responses in three orthogonal axes. RESULTS Using what is known about Soyuz landing dynamics from airborne and drop test data, the MDRI predicts essentially no Class IV or III injuries, < 1% Class II injuries, and < 5% Class I injuries. Approximately one-third of all USOS crewmembers for whom data has been gathered have suffered some sort of injury related to landing in the Soyuz vehicle. Most of these injuries fall into the contusion/abrasion category (21.3%) (n.b. This is the percent for whom contusion/abrasion was the worst injury. Those with class I or II injuries typically also received contusions/abrasions). Class I injuries have been sustained by 5.0% of all crew, and Class II injuries have been observed in 3.8%. No Class III or IV injuries have been sustained to date. Forty-three injuries have been documented, with some crewmembers sustaining more than one injury in a single landing. The knee was the most likely area of injury (n=9), followed by the back (n=8), then the arm (n=7). CONCLUSION Soyuz landing dynamics are the most comparable analog environment for the anticipated loads associated with Orion and commercial crew vehicle landings. The MDRI under predicts the percentage of Class II injuries experienced during Soyuz landings, but it is better at predicting Class I injury occurrences. However, if contusions/abrasions are included in the minor injury Class I category, then the MDRI vastly under predicts those injuries as well. Given this data, it is important to re-evaluate the expected injury rates for future vehicles and work toward improving the predictive tools for spaceflight use. Spaceflight deconditioning may account for some of the under prediction, and work is ongoing to assess the relationship between landing injuries and impact tolerance changes due to spaceflight deconditioning. Future work includes expanding this study to involve private space missions on new vehicles to better characterize the effects of time in flight, suit and seat design, and vehicle dynamics.

N Newby↗
NASA NTRSDate not supplied

Soyuz Landing Risk Characterization

INTRODUCTION United States On-orbit Segment (USOS) astronauts have been returning to Earth from the International Space Station (ISS) aboard the Russian Soyuz vehicle since 2003. The energetics associated with Soyuz landings are comparable to our next generation of US space vehicles (Orion, Crew Dragon, and Starliner). Soyuz also lands crew in a similar state of spaceflight deconditioning that is anticipated using the future vehicles. A number of injuries have now been observed during these Soyuz landings. Currently it is unknown how Soyuz landing accelerations and the numbers and types of associated injuries relate to the new occupant protection requirements levied upon future space vehicles. Understanding this relationship will allow better quantification of the risk of injury for future spacecraft designs. METHODS An estimate of injury occurrence during Soyuz landings has been determined using data contained in NASA flight medicine databases and supplemented with data collected from crewmembers and flight surgeons. At the time of this abstract, 96 USOS astronauts have returned to Earth in the Soyuz (59 US, 31 International Partner, and 6 spaceflight participants). Of that total, data from 80 individual crew landings has been collected through this study as of September 2023. Injuries are classified either as contusions/abrasions, Class I (minor, no medical follow-up), Class II (moderate, medical follow-up necessary), Class III (severe), or Class IV (life threatening). Current NASA occupant protection standards are primarily based on the Multi-axial Dynamic Response Index (MDRI), which is a simple lumped-parameter spring, mass, damper model tuned to human impact responses in three orthogonal axes. RESULTS Using what is known about Soyuz landing dynamics from airborne and drop test data, the MDRI predicts essentially no Class IV or III injuries, < 1% Class II injuries, and < 5% Class I injuries. Approximately one-third of all USOS crewmembers for whom data has been gathered have suffered some sort of injury related to landing in the Soyuz vehicle. Most of these injuries fall into the contusion/abrasion category (21.3 %) (n.b. This is the percent for whom contusion/abrasion was the worst injury. Those with class I or II injuries typically also received contusions/abrasions). Class I injuries have been sustained by 5.0% of all crew, and Class II injuries have been observed in 3.8%. No Class III or IV injuries have been sustained to date. Forty-three injuries have been documented, with some crewmembers sustaining more than one injury in a single landing. The knee was the most likely area of injury (n=9), followed by the back (n=8), then the arm (n=7). CONCLUSION Soyuz landing dynamics are the most comparable analog environment for the anticipated loads associated with Orion and commercial crew vehicle landings. The MDRI under predicts the percentage of Class II injuries experienced during Soyuz landings, but it is better at predicting Class I injury occurrences. However, if contusions/abrasions are included in the minor injury Class I category, then the MDRI vastly under predicts those injuries as well. Given this data, it is important to re-evaluate the expected injury rates for future vehicles and work toward improving the predictive tools for spaceflight use. Spaceflight deconditioning may account for some of the under prediction, and work is ongoing to assess the relationship between landing injuries and impact tolerance changes due to spaceflight deconditioning. Future work includes expanding this study to involve private space missions on new vehicles to better characterize the effects of time in flight, suit and seat design, and vehicle dynamics.

P Greenhalgh↗
NASA NTRS1998

Carbon Nanotube Based Molecular Electronics

Carbon nanotubes and the nanotube heterojunctions have recently emerged as excellent candidates for nanoscale molecular electronic device components. Experimental measurements on the conductivity, rectifying behavior and conductivity-chirality correlation have also been made. While quasi-one dimensional simple heterojunctions between nanotubes with different electronic behavior can be generated by introduction of a pair of heptagon-pentagon defects in an otherwise all hexagon graphene sheet. Other complex 3- and 4-point junctions may require other mechanisms. Structural stability as well as local electronic density of states of various nanotube junctions are investigated using a generalized tight-binding molecular dynamics (GDBMD) scheme that incorporates non-orthogonality of the orbitals. The junctions investigated include straight and small angle heterojunctions of various chiralities and diameters; as well as more complex 'T' and 'Y' junctions which do not always obey the usual pentagon-heptagon pair rule. The study of local density of states (LDOS) reveal many interesting features, most prominent among them being the defect-induced states in the gap. The proposed three and four pointjunctions are one of the smallest possible tunnel junctions made entirely of carbon atoms. Furthermore the electronic behavior of the nanotube based device components can be taylored by doping with group III-V elements such as B and N, and BN nanotubes as a wide band gap semiconductor has also been realized in experiments. Structural properties of heteroatomic nanotubes comprising C, B and N will be discussed.

Srivastava, Deepak↗
NASA NTRS2013

A Fiber-Optic Aircraft Lightning Current Measurement Sensor

A fiber-optic current sensor based on the Faraday Effect is developed for aircraft installations. It can measure total lightning current amplitudes and waveforms, including continuing current. Additional benefits include being small, lightweight, non-conducting, safe from electromagnetic interference, and free of hysteresis and saturation. The Faraday Effect causes light polarization to rotate in presence of magnetic field in the direction of light propagation. Measuring the total induced light polarization change yields the total current enclosed. The system operates at 1310nm laser wavelength and can measure approximately 300 A - 300 kA, a 60 dB range. A reflective polarimetric scheme is used, where the light polarization change is measured after a round-trip propagation through the fiber. A two-detector setup measures the two orthogonal polarizations for noise subtraction and improved dynamic range. The current response curve is non-linear and requires a simple spline-fit correction. Effects of high current were achieved in laboratory using combinations of multiple fiber and wire loops. Good result comparisons against reference sensors were achieved up to 300 kA. Accurate measurements on a simulated aircraft fuselage and an internal structure illustrate capabilities that maybe difficult with traditional sensors. Also tested at a commercial lightning test facility from 20 kA to 200 kA, accuracy within 3-10% was achieved even with non-optimum setups.

Nguyen, Truong X.↗
NASA NTRSDate not supplied

Aero-Propulsive Damping Characterization for eVTOL Aircraft Using Free Motion Wind-Tunnel Testing

This paper describes an electric vertical takeoff and landing (eVTOL) aircraft system identification method applied using three degree-of-freedom (3DOF) free motion wind-tunnel testing. The approach, similar to flight-test system identification, allows for efficient mathematical model development of the aero-propulsive moments applied on an eVTOL vehicle, including aerodynamic damping effects. The approach is demonstrated using a subscale tiltrotor eVTOL aircraft mounted on a new 3DOF wind-tunnel apparatus. To execute the test, a model-based 3DOF control system is designed to track attitude commands and transition the aircraft based on the freestream dynamic pressure. While the flight controller is active, orthogonal phase-optimized multisine inputs are injected into the attitude command and control effector command signals to enable collection of informative data for model identification. Aero-propulsive models are then identified at several reference conditions in the transition flight envelope using the equation-error method in the frequency domain. The identified models are shown to have a good fit to the modeling data and good prediction capability of data not used for model identification. The method yields aerodynamic damping estimates using less wind-tunnel test time compared to traditional forced oscillation experiments and supplements static wind-tunnel testing to produce a comprehensive transition aero-propulsive model suitable for use in flight dynamics simulations.

RAVEN↗
NASA NTRS2010

Establishing Consensus Turbulence Statistics for Hot Subsonic Jets

Many tasks in fluids engineering require knowledge of the turbulence in jets. There is a strong, although fragmented, literature base for low order statistics, such as jet spread and other meanvelocity field characteristics. Some sources, particularly for low speed cold jets, also provide turbulence intensities that are required for validating Reynolds-averaged Navier-Stokes (RANS) Computational Fluid Dynamics (CFD) codes. There are far fewer sources for jet spectra and for space-time correlations of turbulent velocity required for aeroacoustics applications, although there have been many singular publications with various unique statistics, such as Proper Orthogonal Decomposition, designed to uncover an underlying low-order dynamical description of turbulent jet flow. As the complexity of the statistic increases, the number of flows for which the data has been categorized and assembled decreases, making it difficult to systematically validate prediction codes that require high-level statistics over a broad range of jet flow conditions. For several years, researchers at NASA have worked on developing and validating jet noise prediction codes. One such class of codes, loosely called CFD-based or statistical methods, uses RANS CFD to predict jet mean and turbulent intensities in velocity and temperature. These flow quantities serve as the input to the acoustic source models and flow-sound interaction calculations that yield predictions of far-field jet noise. To develop this capability, a catalog of turbulent jet flows has been created with statistics ranging from mean velocity to space-time correlations of Reynolds stresses. The present document aims to document this catalog and to assess the accuracies of the data, e.g. establish uncertainties for the data. This paper covers the following five tasks: Document acquisition and processing procedures used to create the particle image velocimetry (PIV) datasets. Compare PIV data with hotwire and laser Doppler velocimetry (LDV) data published in the open literature. Compare different datasets acquired at roughly the same flow conditions to establish uncertainties. Create a consensus dataset for a range of hot jet flows, including uncertainty bands. Analyze this consensus dataset for self-consistency and compare jet characteristics to those of the open literature. One final objective fulfilled by this work was the demonstration of a universal scaling for the jet flow fields, at least within the region of interest to aeroacoustics. The potential core length and the spread rate of the half-velocity radius were used to collapse of the mean and turbulent velocity fields over the first 20 jet diameters in a highly satisfying manner.

Bridges, James↗