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All sourcesNASA NTRSDOE OSTI
NASA NTRS2014

Noise and Fuel Burn Reduction Potential of an Innovative Subsonic Transport Configuration

A study is presented for the noise and fuel burn reduction potential of an innovative double deck concept aircraft with two three-shaft direct-drive turbofan engines. The engines are mounted from the fuselage so that the engine inlet is over the main wing. It is shown that such an aircraft can achieve a cumulative Effective Perceived Noise Level (EPNL) about 28 dB below the current aircraft noise regulations of Stage 4. The combination of high bypass ratio engines and advanced wing design with laminar flow control technologies provide fuel burn reduction and low noise levels simultaneously. For example, the fuselage mounted engine position provides more than 4 EPNLdB of noise reduction by shielding the inlet radiated noise. To identify the potential effect of noise reduction technologies on this concept, parametric studies are presented to reveal the system level benefits of various emerging noise reduction concepts, for both engine and airframe noise reduction. These concepts are discussed both individually to show their respective incremental noise reduction potential and collectively to assess their aggregate effects on the total noise. Through these concepts approximately about 8 dB of additional noise reduction is possible, bringing the cumulative noise level of this aircraft to 36 EPNLdB below Stage 4, if the entire suite of noise reduction technologies would mature to practical application. In a final step, an estimate is made for this same aircraft concept but with higher bypass ratio, geared, turbofan engines. With this geared turbofan propulsion system, the noise is estimated to reach as low as 40-42 dB below Stage 4 with a fuel burn reduction of 43-47% below the 2005 best-in-class aircraft baseline. While just short of the NASA N+2 goals of 42 dB and 50% fuel burn reduction, for a 2025 in service timeframe, this assessment shows that this innovative concept warrants refined study. Furthermore, this design appears to be a viable potential future passenger aircraft, not only in meeting the regulatory requirements, but also in competing with aircraft of different advanced designs within this N+2 timeframe and goal framework.

Guo, Yueping↗
NASA NTRS1995

Dissolution and reduction of magnetite by bacteria

Magnetite (Fe3O4) is an iron oxide of mixed oxidation state [Fe(II), Fe(III)] that contributes largely to geomagnetism and plays a significant role in diagenesis in marine and freshwater sediments. Magnetic data are the primary evidence for ocean floor spreading and accurate interpretation of the sedimentary magnetic record depends on an understanding of the conditions under which magnetite is stable. Though chemical reduction of magnetite by dissolved sulfide is well known, biological reduction has not been considered likely based upon thermodynamic considerations. This study shows that marine and freshwater strains of the bacterium Shewanella putrefaciens are capable of the rapid dissolution and reduction of magnetite, converting millimolar amounts to soluble Fe(II)in a few days at room temperature. Conditions under which magnetite reduction is optimal (pH 5-6, 22-37 degrees C) are consistent with an enzymatic process and not with simple chemical reduction. Magnetite reduction requires viable cells and cell contact, and it appears to be coupled to electron transport and growth. In a minimal medium with formate or lactate as the electron donor, more than 10 times the amount of magnetite was reduced over no carbon controls. These data suggest that magnetite reduction is coupled to carbon metabolism in S. putrefaciens. Bacterial reduction rates of magnetite are of the same order of magnitude as those estimated for reduction by sulfide. If such remobilization of magnetite occurs in nature, it could have a major impact on sediment magnetism and diagenesis.

Non-NASA Center↗
NASA NTRS2007

Robust Derivation of Risk Reduction Strategies

Effective risk reduction strategies can be derived mechanically given sufficient characterization of the risks present in the system and the effectiveness of available risk reduction techniques. In this paper, we address an important question: can we reliably expect mechanically derived risk reduction strategies to be better than fixed or hand-selected risk reduction strategies, given that the quantitative assessment of risks and risk reduction techniques upon which mechanical derivation is based is difficult and likely to be inaccurate? We consider this question relative to two methods for deriving effective risk reduction strategies: the strategic method defined by Kazman, Port et al [Port et al, 2005], and the Defect Detection and Prevention (DDP) tool [Feather & Cornford, 2003]. We performed a number of sensitivity experiments to evaluate how inaccurate knowledge of risk and risk reduction techniques affect the performance of the strategies computed by the Strategic Method compared to a variety of alternative strategies. The experimental results indicate that strategies computed by the Strategic Method were significantly more effective than the alternative risk reduction strategies, even when knowledge of risk and risk reduction techniques was very inaccurate. The robustness of the Strategic Method suggests that its use should be considered in a wide range of projects.

risk reduction↗
NASA NTRS1998

Effects of Planetary Speed Reduction Ratio on Mean Service Life

Planetary gear transmissions are compact speed reductions which use parallel-load paths to transmit high power. The range of possible reduction ratios is bounded from below and above by limits on the relative size of the planet gears. For a single plane planetary transmission, the speed-reduction ratio must be greater than two for planet gears to exist. As the ratio increase, so does the size of the planets relative to the sizes of the sun and ring. Which ratio is best for a planetary reduction can be resolved by studying a series of optimal designs. In this series, each design is obtained by maximizing the service life for a spur-gear planetary with a fixed size, speed reduction ratio, input speed, power and materials. The planetary gear reduction service life is modeled as a function of the two-parameter Weibull distributed service lives of the ball bearings and spur gears in the reduction. Planet-bearing life strongly influences the optimal reduction lives which point to an optimal planetary reduction ratio in the neighborhood of four to five.

Savage, M.↗
NASA NTRS1998

Effects of Planetary Speed-Reduction Ratio on Mean Service Life

Planetary-gear transmissions are compact speed reductions which use parallel-load paths to transmit high power. The range of possible reduction ratios is bounded from below and above by limits on the relative size of the planet gears. For a single-plane planetary transmission, the speed-reduction ratio must be greater than two for planet gears to exist. As the ratio increases, so does the size of the planets relative to the sizes of the sun and ring. Which ratio is best for a planetary reduction can be resolved by studying a series of optimal designs. In this series, each design is obtained by maximizing the service life for a spur-gear planetary with a fixed size, speed-reduction ratio, input speed, power and materials. The planetary-gear reduction service life is modeled as a function of the two-parameter Weibull distributed service lives of the ball bearings and spur gears in the reduction. Planet-bearing life strongly influences the optimal reduction lives which point to an optimal planetary reduction ratio in the neighborhood of four to five.

Savage, M.↗
NASA NTRS2003

Substitution Effects and Linear Free Energy Relationships During Reduction of 4- Benzoyl-n-(4-substituted Benzyl)pyridinium Cations

In analogy to 4-(para-substituted benzoyl)-N-methylpyridinium cations (1-X's), the title species (2-X's, -X = -OCH3, -CH3, -H, -Br, -COCH3, -NO2) undergo two reversible, well-separated (E(sub 1/2) greater than or equal to 650 mV) one-electron reductions. The effect of substitution on the reduction potentials of 2-X's is much weaker than the effect of the same substituents on 1-X's: the Hammett rho-values are 0.80 and 0.93 for the 1st- and 2nd-e reduction of 2-X's vs. 2.3 and 3.3 for the same reductions of 1-X's, respectively. Importantly, the nitro group of 2-NO2 undergoes reduction before the 2nd-e reduction of the 4-benzoylpyridinium system. These results suggest that the redox potentials of the 4-benzoylpyridinium system can be course-tuned via p-benzoyl substitution and fine-tuned via para-benzyl substitution. Introducing the recently derived substituent constant of the -NO2(sup)- group (sigma para-NO2(sup)- = -0.97) yields an excellent correlation for the 3rd-e reduction of 2- NO2 (corresponding to the reduction of the carbonyl group) with the 2nd-e reduction of the other 2-X's, and confirms the electron donating properties of -NO2(sup)-.

Leventis, Nicholas↗
NASA NTRS2003

Numerical Simulation of High Drag Reduction in a Turbulent Channel Flow with Polymer Additives

The addition of small amounts of long chain polymer molecules to wall-bounded flows can lead to dramatic drag reduction. Although this phenomenon has been known for about fifty years, the action of the polymers and its effect on turbulent structures are still unclear. Detailed experiments have characterized two distinct regimes (Warholic et al. 1999), which are referred to as low drag reduction (LDR) and high drag reduction (HDR). The first regime exhibits similar statistical trends as Newtonian flow: the log-law region of the mean velocity profile remains parallel to that of the Newtonian ow but its lower bound moves away from the wall and the upward shift of the log-region is a function of drag reduction, DR. Although streamwise fluctuations are increased and transverse ones are reduced, the shape of the rms velocity profiles is not qualitatively modified. At higher drag reductions, of the order of 40-50%, the ow enters the HDR regime for which the slope of the log-law is dramatically augmented and the Reynolds shear stress is small (Warholic et al. 1999; Ptasinski et al. 2001). The drag reduction is eventually bounded by a maximum drag reduction (MDR) (Virk & Mickley 1970) which is a function of the Reynolds number. While several experiments report mean velocity profiles very close to the empirical profile of Virk & Mickley (1970) for MDR conditions, the observations regarding the structure of turbulence can differ significantly. For instance, Warholic et al. (1999) measured a near-zero Reynolds shear stress, whereas a recent experiment (Ptasinski et al. 2001) shows evidence of non-negligible Reynolds stress in their MDR flow. To the knowledge of the authors, only the LDR regime has been documented in numerical simulations (Sureshkumar et al. 1997; Dimitropoulos et al. 1998; Min et al. 2001; Dubief & Lele 2001; Sibilla & Baron 2002). This paper discusses the simulation of polymer drag reduced channel ow at HDR using the FENE-P (Finite Elastic non-linear extensibility-Peterlin) model which was used for the first LDR simulation by Sureshkumar et al. (1997). Flow and polymer parameters are close to realistic polymer drag reducing conditions. High drag reductions are achieved by using finite differences and a robust time stepping technique. A minimal channel flow is also used as a numerical experiment to investigate the effect of the outer region turbulent structures on the overall drag at HDR. The drag reducing action of the model is finally studied through the structure of energy transfers from the polymers to the velocity components. This investigation sheds some light on the details of polymer drag reduction.

Dubief, Yves↗
NASA NTRS2010

Fifty Years of Fluidic Injection for Jet Noise Reduction

The paper reviews 50 years of research investigating jet noise reduction through fluidic injection. Both aqueous and gaseous injection concepts for supersonic and subsonic jet exhausts are discussed. Aqueous injection reduces jet noise by reducing main jet temperature through evaporation and main jet velocity through momentum transfer between water droplets and the main jet. In the launch vehicle environment where large quantities of fluid do not have to be carried with the vehicle, water injection is very effective at reducing excess overpressures. For in-flight use, aqueous injection is problematic as most studies show that either large quantities of water or high injection pressures are required to achieve noise reduction. The most effective noise reduction injection systems require water pressures above 2000 kPa (290 psi) and water-to-mainjet mass flow rates above 10% to achieve overall sound pressure level reductions of roughly 6 dB in the peak jet noise direction. Injection at lower pressure (roughly 1034 kPa or 150 psi) has resulted in a 1.6 EPNdb reduction in effective perceived noise level. Gaseous injection reduces noise through jet plume modifications resulting from the introduction of streamwise vorticity in the main jet. In subsonic single-stream jets, air injection usually produces the largest overall sound pressure level reductions (roughly 2 dB) in the peak jet noise direction. In dual-stream jets, properly designed injection systems can reduce overall sound pressure levels and effective perceived noise levels but care must be taken to choose injector designs that limit sound pressure level increases at high frequencies. A reduction of 1.0 EPNdB has been achieved with injection into the fan and core streams. However, air injection into dual-stream subsonic jets has received little attention and the potential for noise reduction is uncertain at this time. For dual-stream supersonic jets, additional research needs to be conducted to determine if reductions can be achieved with injection pressures available from current aircraft engines. 1.

Henderson, Brenda↗
NASA NTRS1990

Viscous drag reduction in boundary layers

The present volume discusses the development status of stability theory for laminar flow control design, applied aspects of laminar-flow technology, transition delays using compliant walls, the application of CFD to skin friction drag-reduction, active-wave control of boundary-layer transitions, and such passive turbulent-drag reduction methods as outer-layer manipulators and complex-curvature concepts. Also treated are such active turbulent drag-reduction technique applications as those pertinent to MHD flow drag reduction, as well as drag reduction in liquid boundary layers by gas injection, drag reduction by means of polymers and surfactants, drag reduction by particle addition, viscous drag reduction via surface mass injection, and interactive wall-turbulence control.

Bushnell, Dennis M.↗
NASA NTRS2004

Reductions in Multi-Component Jet Noise by Water Injection

An experimental investigation was performed in the NASA Langley Low Speed Aeroacoustics Wind Tunnel to determine the extent of jet exhaust noise reduction that can be obtained using water injection in a hot jet environment. The effects of water parameters such as mass flow rate, injection location, and spray patterns on suppression of dominant noise sources in both subsonic and supersonic jets were determined, and extrapolations to full-scale engine noise reduction were made. Water jets and sprays were injected in to the shear layers of cold and hot circular jets operating at both subsonic and supersonic exhaust conditions. Use of convergent-divergent and convergent nozzles (2.7in. D) allowed for simulations of all major jet noise sources. The experimental results show that water injection clearly disrupts shock noise sources within the jet plume, with large reductions in radiated shock noise. There are smaller reductions in jet mixing noise, resulting in only a small decrease in effective perceived noise level when projections are made to full scale. The fact that the measured noise reduction in the direction upstream of the nozzle was consistently larger than in the noisier downstream direction contributed to keeping effective perceived noise reductions small. Variations in the operation of the water injection system clearly show that injection at the nozzle exit rather than further downstream is required for the largest noise reduction. Noise reduction increased with water pressure as well as with its mass flow, although the type of injector had little effect.

Norum, Thomas D.↗
NASA NTRS1991

Sulfate reduction in deep-sea sediments

Sulfate reduction rates calculated from about 200 DSDP pore water sulfate profiles have been contoured and plotted on a map covering most areas of the world ocean. Rates show a remarkable spatial consistency, with high rates observed near the continental margins, becoming progressively lower toward the central ocean basins. Relatively elevated rates are also found in the eastern equatorial Pacific, a site of upwelling and correspondingly high rates of primary organic production. Overall, the distribution of sulfate reduction in pelagic sediments looks very similar to the distribution of primary organic carbon production. When rates are directly compared, however, the correlation between sulfate reduction and primary production is only moderately strong. Perhaps the most important influence on sulfate reduction is sediment deposition rate and the control this has over the fraction of the sedimentary organic carbon flux that becomes available for sulfate reduction. The slower the rate of sediment deposition the more time for oxic respiration and the less organic carbon that escapes to the zone of sulfate reduction. To predict most accurately sulfate reduction rates, however, the variables of primary production, water depth, and sediment deposition rate must all be integrated.

NASA Program Exobiology↗
NASA NTRS1998

Ceruloplasmin copper induces oxidant damage by a redox process utilizing cell-derived superoxide as reductant

Oxidative damage by transition metals bound to proteins may be an important pathogenic mechanism. Ceruloplasmin (Cp) is a Cu-containing plasma protein thought to be involved in oxidative modification of lipoproteins. We have previously shown that Cp increased cell-mediated low-density lipoprotein (LDL) oxidation by a process requiring cell-derived superoxide, but the underlying chemical mechanism(s) is (are) unknown. We now show that superoxide reduction of Cp Cu is a critical reaction in cellular LDL oxidation. By bathocuproine disulfonate (BCS) binding and by superoxide utilization, we showed that exogenous superoxide reduces a single Cp Cu atom, the same Cu required for LDL oxidation. The Cu atom remained bound to Cp during the redox cycle. Three avenues of evidence showed that vascular cells reduce Cp Cu by a superoxide-dependent process. The 2-fold higher rate of Cp Cu reduction by smooth muscle cells (SMC) compared to endothelial cells (EC) was consistent with their relative rates of superoxide release. Furthermore, Cp Cu reduction by cells was blocked by Cu,Zn superoxide dismutase (SOD1). Finally, the level of superoxide produced by EC and SMC was sufficient to cause the amount of Cu reduction observed. An important role of Cp Cu reduction in LDL oxidation was suggested by results showing that SOD1 inhibited Cp Cu reduction and LDL oxidation by SMC with equal potency, while tumor necrosis factor-alpha stimulated both processes. In summary, these results show that superoxide is a critical cellular reductant of divalent transition metals involved in oxidation, and that protein-bound Cu is a substrate for this reaction. The role of these mechanisms in oxidative processes in vivo has yet to be defined.

NASA Discipline Regulatory Physiology↗
NASA NTRS1988

Shuttle to Shuttle 2: Subsystem weight reduction potential (estimated 1992 technology readiness date)

The objective of this study was to make estimates of the weight savings that might be realized on all the subsystems on an advanced rocket-powered shuttle (designated Shuttle 2) by using advanced technologies having a projected maturity date of 1992. The current Shuttle with external tank was used as a baseline from which to make the estimates of weight savings on each subsystem. The subsystems with the greatest potential for weight reduction are the body shell and the thermal protection system. For the body shell, a reduction of 5.2 percent in the weight of the vehicle at main engine cutoff is projected through the application of new technologies, and an additional configuration-based reduction of 5 percent is projected through simplification of body shape. A reduction of 5 percent is projected for the thermal protection system through experience with the current Space Shuttle and the potential for reducing thermal protection system thicknesses in selected areas. Main propellant tanks are expected to increase slightly in weight. The main propulsion system is also projected to increase in weight because of the requirement to operate engines at derated power levels in order to accommodate one-engine-out capability. The projections for weight reductions through improvements in the remaining subsystems are relatively small. By summing all the technology factors, a projected reduction of 16 percent in the vehicle weight at main engine cutoff is obtained. By summarizing the configurational factors, a potential reduction of 12 percent in vehicle weight is obtained.

Macconochie, Ian O.↗
NASA NTRS1991

Mechanisms of ilmenite reduction and their impact on the design of effective reactor systems

One of the first activities at a lunar base could be oxygen recovery from ilmenite (FeTiO3). Oxygen produced from lunar soils could be used to fuel transportation vehicles operating in near-earth space. The first step in developing a suitable reactor system for lunar operation is to determine the mechanisms and rates of oxygen removal from ilmenite. In-situ gravimetric measurements and microscopic examinations were used to determine the hydrogen reduction mechanisms of synthetic ilmenite discs between 823 to 1353 K. A shrinking core reaction model, modified to account for the growth of an iron film on the surface of discs, was capable of predicting experimentally observed conversion-time relationships. The observed reduction mechanism, kinetic rates, and associated activation energy established a base line from which comparisons could be made to improve oxygen yield and removal rates. One proposed technique to improve the rate and extent of oxygen removal was to preoxidize ilmenite. Preoxidation is commonly used during the reduction of ilmenite ores in the iron industry and has been employed for many years to lower operating temperatures and increase reduction rates. This technology could prove beneficial for oxygen production facilities on the Moon as less massive reactor vessels and/or less energy could be associated with a process including preoxidation. X ray diffraction and energy dispersive spectroscopy were utilized to follow the progression of ilmenite oxidation at 1123 and 1140 K and the reduction of pseudobrookite (Fe2TiO5) at 873 and 973 K. Structures formed during the progress of oxidation were related to the system's phase diagrams. Results indicated that after initially producing ilmenite-hematite solutions and rutile (TiO2), pseudobrookite was the end product of oxidation at all temperatures examined (1049 to 1273 K). Initial results from the reduction of pseudobrookite indicate a series of phases are produced including ferropseudobrookite (FeTi2O5), ulvospinel (Fe2TiO4), and ilmenite. Rates of pseudobrookite reduction were typically 50 to 200 times that of ilmenite.

Briggs, R. A.↗
NASA NTRS1992

Sulfate reduction and other sedimentary biogeochemistry in a northern New England salt marsh

Sulfate reduction rates, dissolved iron and sulfide concentrations, and titration alkalinity were measured in salt marsh soils along a transect that included areas inhabited by both the tall and short forms of Spartina alterniflora and by Spartina patens. Pore waters were collected with in situ 'sippers' to acquire temporal data from the same location without disturbing plant roots. During 1984, data collected at weekly intervals showed rapid temporal changes in belowground biogeochemical processes that coincided with changes in S. alterniflora physiology. Rates of SO4(-2) reduction increased fivefold (to greater than 2.5 micromol ml(sup -1)d(sup -1)) when plants began elongating aboveground yet decreased fourfold upon plant flowering. This rapid increase in rates of SO4(-2) reduction must have been fueled by dissolved organic matter released from roots only during active growth. Once plants flowered, the supply of oxidants to the soil decreased and sulfide and alkalinity concentrations increased despite decreases in SO4(-2) reduction and increases in SO4(-2):Cl(-) ratios. Sulfide concentrations were highest in soils inhabited by tallest plants. During 1985, S. alterniflora became infested with fly larvae (Chaetopsis apicalis John) and aboveground growth ceased in late June. This cessation was accompanied by decreased rates of SO4(-2) reduction similar to those noted during the previous year when flowering occurred. After the fly infestation, the pore-water chemical profiles of these soils resembled profiles of soils inhabited by the short form of S. alterniflora. The SO4(-2) reduction rates in S. patens soils are the first reported. Rates were similar to those in S. alterniflora except that they did not increase greatly when S. patens was elongating. Tidal and rainfall events produced desiccation-saturation cycles that altered redox conditions in the S. patens soils, resulting in rapid changes in the dissolution and precipitation of iron and in the magnitude and spatial distribution of SO4(-2) reduction.

Hines, Mark E.↗
NASA NTRS1995

Blade-Mounted Flap Control for BVI Noise Reduction Proof-of-Concept Test

This report describes a wind tunnel test of the McDonnell Douglas Helicopter Systems (MDHS) Active Flap Model Rotor at the NASA Langley 14- by 22-Foot Subsonic Tunnel. The test demonstrated that BVI noise reductions and vibration reductions were possible with the use of an active flap. Aerodynamic results supported the acoustic data trends, showing a reduction in the strength of the tip vortex with the deflection of the flap. Acoustic results showed that the flap deployment, depending on the peak deflection angle and azimuthal shift in its deployment schedule, can produce BVI noise reductions as much as 6 dB on the advancing and retreating sides. The noise reduction was accompanied by an increase in low frequency harmonic noise and high frequency broadband noise. A brief assessment of the effect of the flap on vibration showed that significant reductions were possible. The greatest vibration reductions (as much as 76%) were found in the four per rev pitching moment at the hub. Performance improvement cam results were inconclusive, as the improvements were predicted to be smaller than the resolution of the rotor balance.

Dawson, Seth↗
NASA NTRS1999

A Base Drag Reduction Experiment on the X-33 Linear Aerospike SR-71 Experiment (LASRE) Flight Program

Drag reduction tests were conducted on the LASRE/X-33 flight experiment. The LASRE experiment is a flight test of a roughly 20% scale model of an X-33 forebody with a single aerospike engine at the rear. The experiment apparatus is mounted on top of an SR-71 aircraft. This paper suggests a method for reducing base drag by adding surface roughness along the forebody. Calculations show a potential for base drag reductions of 8-14%. Flight results corroborate the base drag reduction, with actual reductions of 15% in the high-subsonic flight regime. An unexpected result of this experiment is that drag benefits were shown to persist well into the supersonic flight regime. Flight results show no overall net drag reduction. Applied surface roughness causes forebody pressures to rise and offset base drag reductions. Apparently the grit displaced streamlines outward, causing forebody compression. Results of the LASRE drag experiments are inconclusive and more work is needed. Clearly, however, the forebody grit application works as a viable drag reduction tool.

Whitmore, Stephen A.↗
NASA NTRS2000

NASA's Subsonic Jet Transport Noise Reduction Research

Although new jet transport airplanes in today s fleet are considerably quieter than the first jet transports introduced about 40 years ago, airport community noise continues to be an important environmental issue. NASA s Advanced Subsonic Transport (AST) Noise Reduction program was begun in 1994 as a seven-year effort to develop technology to reduce jet transport noise 10 dB relative to 1992 technology. This program provides for reductions in engine source noise, improvements in nacelle acoustic treatments, reductions in the noise generated by the airframe, and improvements in the way airplanes are operated in the airport environs. These noise reduction efforts will terminate at the end of 2001 and it appears that the objective will be met. However, because of an anticipated 3-8% growth in passenger and cargo operations well into the 21st Century and the slow introduction of new the noise reduction technology into the fleet, world aircraft noise impact will remain essentially constant until about 2020 to 2030 and thereafter begin to rise. Therefore NASA has begun planning with the Federal Aviation Administration, industry, universities and environmental interest groups in the USA for a new noise reduction initiative to provide technology for significant further reductions.

Powell, Clemans A.↗