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At least 397 records · Page 22

Optical and ultraviolet spectroscopy of three F + B binary stars

Optical and ultraviolet spectroscopy is presented for three F + B objects that are members of the first group of strongly interacting, F II + B systems. The data obtained confirm that HD 59771, HD 242257, and CoD -30 5135 are all binary star systems consisting of a luminous F-type component and a B star. Strong, variable H-alpha emission is seen in all the stars. It is found that the UV spectrum of HD 59771 resembles the spectrum of HD 207739. CoD -30 5135 has the most dramatic mid-UV spectrum seen among the scores of observed cool + hot star systems.

Bopp, Bernard W.↗

A resistance strain gage with repeatable and cancellable apparent strain for use to 1500 F

A temperature compensated static strain gauge, which is fabricated from Pd13Cr alloy and a Pt compensator, is being developed and has been tested over a temperature range to 1500 F at NASA-Lewis. The PdCr compensated strain gage has significantly lower apparent strain to 500 F than other high temperature strain gages. The PdCr compensated gage is protected from oxidation by a flame-sprayed alumina-4 wt pct zirconia overcoating. Test Results to 1500 F indicate apparent strain variations of less than 250 micro-epsilon and reproducibility between thermal cycles within 50 micro-epsilon. The apparent strain of the coated PdCr compensated gage can be predicted and cancelled due to its reproducibility and low value.

Lei, Jih-Fen↗

Flight evaluation of an extended engine life mode on an F-15 airplane

An integrated flight and propulsion control system designed to reduce the rate of engine deterioration was developed and evaluated in flight on the NASA Dryden F-15 research aircraft. The extended engine life mode increases engine pressure ratio while reducing engine airflow to lower the turbine temperature at constant thrust. The engine pressure ratio uptrim is modulated in real time based on airplane maneuver requirements, flight conditions, and engine information. The extended engine life mode logic performed well, significantly reducing turbine operating temperature. Reductions in fan turbine inlet temperature of up to 80 F were obtained at intermediate power and up to 170 F at maximum augmented power with no appreciable loss in thrust. A secondary benefit was the considerable reduction in thrust-specific fuel consumption. The success of the extended engine life mode is one example of the advantages gained from integrating aircraft flight and propulsion control systems.

Myers, Lawrence P.↗

Thrust vectoring characteristics of the F-18 high alpha research vehicle at angles of attack from 0 to 70 deg

An investigation was conducted to determine the multiaxis thrust-vectoring characteristics of the F-18 High Alpha Research Vehicle (HARV). A 0.10-scale model was modified with hardware to simulate the three-vane thrust vectoring system of the F-18/HARV. This investigation was conducted at Mach numbers ranging from 0.30 to 0.70, at angles of attack from 0 to 70 deg, and nozzle-pressure ratios from 2.0 to approximately 5.0. Results indicate that the thrust vectoring system of F-18/HARV can successfully generate multiaxis thrust vectoring. During vectoring, resultant thrust-vector angles were always less than the corresponding geometric vane deflection angle and were accompanied by large thrust losses.

Asbury, Scott C.↗

The F-92 RELIANT: Air transport system design simulation

The design proposal of a semester long design project by group 'F' for AE 441 is addressed. In formulating this design, the driving philosophy was not just to fulfill the mission requirements (discussed in chapter two), but to do so in a creative manner - this explains the unconventional aircraft design, named the F-92 RELIANT. Although unconventional, and perhaps more expensive to produce, the design has distinct advantages which could only be attained through such a creative design. Major components of the F-92 Reliant include: (1) unobstructed cargo bay, 1024 cu. in. capability; (2) loading ramp; (3) dual wing configuration; and (4) polyhedral wing configuration. These design components either originated or evolved to create an aircraft that would most effectively meet the goals of cargo transportation in AeroWorld at minimum cost.

Source record↗

Supersonic aerodynamic characteristics of an advanced F-16 derivative aircraft configuration

A supersonic wind tunnel investigation was conducted in the NASA Langley Unitary Plan Wind Tunnel on an advanced derivative configuration of the United States Air Force F-16 fighter. Longitudinal and lateral directional force and moment data were obtained at Mach numbers of 1.60 to 2.16 to evaluate basic performance parameters and control effectiveness. The aerodynamic characteristics for the F-16 derivative model were compared with the data obtained for the F-16C model and also with a previously tested generic wing model that features an identical plan form shape and similar twist distribution.

Fox, Mike C.↗

Ignition Delays of Alkyl Thiophosphites with White and Red Fuming Nitric Acids Within Temperature Range 80 to -105 F

Ignition delays of alkyl thiophosphites were obtained in a modified open-cup apparatus and a small-scale rocket engine apparatus. At -40 F, mixed alkyl thiophosphites gave short delays with white fuming nitric acid containing 2 percent water and red fuming nitric acids of widely varying compositions. At -40 F and higher, triethyl trithiophosphite blended with as much as 40 percent n-heptane gave satisfactory self-igniting properties at temperatures as low as -76 F.

FUELS - PROPERTIES PHYSICAL AND CHEMICAL↗

Influence of Chemical Composition on Rupture Properties at 1200 Degrees F. of Forged Chromium-Cobalt-Nickel-Iron Base Alloys in Solution-Treated and Aged Condition

The influence of systematic variations of chemical composition on rupture properties at 1200 degrees F. was determined for 62 modifications of a basic alloy containing 20 percent chromium, 20 percent nickel, 20 percent cobalt, 3 percent molybdenum, 2 percent tungsten, 1 percent columbium, 0.15 percent carbon, 1.7 percent manganese, 0.5 percent silicon, 0.12 percent nitrogen and the balance iron. These modifications included individual variations of each of 10 elements present and simultaneous variations of molybdenum, tungsten, and columbium. Laboratory induction furnace heats were hot-forged to round bar stock, solution-treated at 2200 degrees F., and aged at 1400 degrees F. The melting and fabrication conditions were carefully controlled in order to minimize all variable effects on properties except chemical composition. Information is presented which indicates that melting and hot-working conditions play an important role in high-temperature properties of alloys of the type investigated.

Reynolds, E E↗

Comparison of Performance of AN-F-58 Fuel and Gasoline in J34-WE-22 Turbojet Engine

As part of an investigation of the performance of AN-F-58 fuel in various types of turbojet engine, the performance of this fuel in a 3000-pound-thrust turbojet engine has been investigated in an altitude test chamber together with the comparative performance of 62-octane gasoline. The investigation of normal engine performance, which covered a range of engine speeds at altitudes from 5000 to 50,000 feet and flight Mach numbers up to 1.00, showed that both the net thrust and average turbine-outlet temperatures were approximately the same for both fuels. The specific fuel consumption and the combustion efficiency at the maximum engine speeds investigated were approximately the same for both fuels at altitudes up to 35,000 feet, but at an altitude of 50,000 feet the specific fuel consumption was about 9 percent higher and the combustion efficiency was correspondingly lower with the AN-F-58 fuel than with gasoline. The low-engine-speed blow-out limits were about the same for both fuels. Ignition of AN-F-58 fuel with the standard spark plug was possible only with the spark plug in a clean condition; ignition was impossible at all flight conditions investigated when the plug was fouled by an accumulation of liquid fuel from a preceding false start. Use of an extended-electrode spark plug provided satisfactory ignition over a slightly smaller range of altitudes and flight Mach numbers than for gasoline with the standard spark plug.

Dowman, Harry W↗

Determining F-factor using ground-based Doppler radar: Validation and results

Using a two-dimensional linear least-squares method applied to Doppler radar data, we test the viability of determining F-factor remotely. The ultimate application of such an algorithm will be supplying real-time F-factor maps, derived from ground-based Doppler radars to air traffic control personnel and pilots. Data from NASA deployments to the MIT/Lincoln Lab TDWR testbed radar in Orlando in 1991 and 1992 along with NASA deployments to the NCAR TDWR testbed radar in Denver are examined. Preliminary analyses show that the two-dimensional method correlates reasonably well with in situ measurements. Several effects, independent of the method used, act to reduce the correlation to less than one. These include time differences between radar and aircraft data, vertical misalignment between the aircraft and the radar beam, different spatial resolution scales between aircraft and radar data, inhomogeneous radar beam filling, noise in radar data that eludes filtering, and phase lag between time and space due to low pass filtering of the aircraft data. In the final assessment, it appears that a shear-based F-factor algorithm is preferable to the currently implemented TDWR algorithms which lack any local shear estimates.

Elmore, K. L.↗

Preparations for flight research to evaluate actuated forebody strakes on the F-18 high-alpha research vehicle

As part of the NASA High-Angle-of-Attack Technology Program (HATP), flight tests are currently being conducted with a multi-axis thrust vectoring system applied to the NASA F-18 High Alpha Research Vehicle (HARV). A follow-on series of flight tests with the NASA F-18 HARV will be focusing on the application of actuated forebody strake controls. These controls are designed to provide increased levels of yaw control at high angles of attack where conventional aerodynamic controls become ineffective. The series of flight tests are collectively referred to as the Actuated Nose Strakes for Enhanced Rolling (ANSER) Flight Experiment. The development of actuated forebody strake controls for the F-18 HARV is discussed and a summary of the ground tests conducted in support of the flight experiment is provided. A summary of the preparations for the flight tests is also provided.

Murri, Daniel G.↗

Integration of a mechanical forebody vortex control system into the F-15

The goal of the F-15 Forebody Vortex Control (FVC) program is to develop a production FVC system for the F-15. The system may consist of either a mechanically actuated device such as the strakes developed for the HARV program, or a pneumatic device such as the port blowing system being tested on the X-29. Both types of systems are being evaluated under this program. Background information on the F-15 and a description and overview of forebody vortex controls (FVC) will be presented.

Boalbey, Richard E.↗

F-15 propulsion system

A brief description of the NASA F-15 research aircraft propulsion system is given. The F-15 is powered by two PW1128 afterburning turbofan engines which are growth versions of the F100-PW-100 engine. The PW1128 is controlled by a full-authority digital electronic engine control (DEEC). The F-15 inlet is a two-dimensional, three-ramp, external compression design with partially cut back side plates. Each inlet is independently controlled by an electronic air inlet controller (EAIC).

Bushman, Mark↗

A time-dependent gyro-kinetic model of thermal ion upflows in the high-latitude F region

Ample evidence supports the significance of the high-latitude ionospheric contribution to magnetospheric plasma. Assuming flux conservation along a flux tube, the upward field-aligned ion flows observed in the magnetosphere require high-latitude ionospheric field-aligned ion upflows of the order of 10(exp 8) to 10(exp 9)/sq cm/s. Since radar and satellite observations of high-latitude F region flows at times exceed this flux requirement by an order of magnitude, the thermal ionospheric upflows are not simply the ionospheric response to a magnetospheric flux requirement. Several ionospheric ion upflow mechanisms have been proposed, but simulations based on fluid theory do not reproduce all the observed features of ionospheric ion upflows. Certain asymmetries in the statistical morphology of high-latitude F region ion upflows suggest that the ion upflows may be generated by ion-neutral frictional heating. We developed a single-component (O(+)), time-dependent gyro-kinetic model of the high-latitude F region response to frictional heating in which the neutral exobase is a discontinuous boundary between fully collisional and collisionless plasmas. The concept of a discontinuous neutreal exobase and the assumption of a constant and uniform polarization electric field reduce the ion velocity distribution function, from which we can compute the ion density, parallel velocity, parallel and perpendicular temperature, and parallel flux. Using our model, we simulated the response of a convecting flux tube between 500 km and 2500 km to various frictional heating inputs; the results were both qualitatively and quantitatively different from fluid model results, which may indicate an inadequacy of the fluid theory approach. The gyro-kinetic frictional heating model responses to the various simulations were qualitatively similar: (1) initial perturbations of all the modeled parameters propagated rapidly up the flux tube, (2) transient values of the ion parallel velocity, temperature, and flux exceeded 3 km/s, 2 x 10(exp 4) K, and 10(exp 9)/sq cm/s, respectively, (3) a second transient regime developed wherein the parallel temperature drops to very low values (a few hundred Kelvins), and (4) well after heating ceased, large parallel temperatures and large downward parallel velocities and fluxes developed as the flux tube slowly returned to diffusive equilibrium. The ion velocity distributions during the simulation are often non-Maxwellian and are sometimes composed of two distinct ion populations.

Loranc, M.↗

Measuring Q And f(sub r) Of A Microwave Cavity: Part II

Frequency maintained at f(sub r), and Q determined from decay-rate measurement. Like "Measuring Q and f(sub r) of a Microwave Cavity: Part I" (NPO-19101), method used with microwave cavity in which sample of lossy dielectric material heated to specified high temperature by microwave power at resonant frequency. Methods contribute to accurate measurement of Q and f(sub r) for enhanced monitoring and control in contactless high-temperature processing of materials. Present method more effective in maintaining constant temperature. Also implemented more simply and at lower cost.

Iny, Ofer↗

Ground-recorded sonic boom signatures of F-18 aircraft formation flight

Two F-18 aircraft were flown, one above the other, in two formations, in order for the shock systems of the two aircraft to merge and propagate to the ground. The first formation had the canopy of the lower F-18 in the inlet shock of the upper F-18 (called inlet-canopy). The flight conditions were Mach 1.22 and an altitude of 23,500 ft. An array of five sonic boom recorders was used on the ground to record the sonic boom signatures. This paper describes the flight test technique and the ground level sonic boom signatures. The tail-canopy formation resulted in two, separated, N-wave signatures. Such signatures probably resulted from aircraft positioning error. The inlet-canopy formation yielded a single modified signature; two recorders measured an approximate flattop signature. Loudness calculations indicated that the single inlet-canopy signatures were quieter than the two, separated tail-canopy signatures. Significant loudness occurs after a sonic boom signature. Such loudness probably comes from the aircraft engines.

Bahm, Catherine M.↗

Halogen-Containing Gases as Boundary Lubricants for Corrosion-Resistant Alloys at 1200 F

The extreme temperatures anticipated for lubricated parts in advanced flight powerplants dictate the consideration of unconventional methods of lubrication such as solid lubricants and the reactive gases described in the present research. These halogen-containing "reactive" gases such as dichlorodifluoromethane, CF2Cl2, are among the most stable of organic molecules. The high "flash" temperatures generated at the contacting asperities as a result of frictional heat are sufficient to cause local decomposition of the halogen-containing gases. The active atoms thus released (e.g., chlorine) then react with the metal to be lubricated to form halides capable of effective lubrication. The presence of small amounts of a sulfur-containing gas (e.g., 1 percent sulfur hexafluoride, SF6) was found to catalyze the formation of metal halides. Friction and wear studies were made with a hemisphere (3/16-in. rad.) rider sliding in a circumferential path on the flat surface of a rotating disk (2 1/2-in. diam.). The specimens of corrosion-resistant 2 alloys were run in an atmosphere of the various gases with a load of 1200 grams, a sliding velocity of 120 feet per minute, and temperature from 75 to 1200 F. An effective lubricant for ferritic materials (M-1 tool steel) was CF2Cl2, but significant corrosion occurred above 600 F. Corrosion evaluation in CF2Cl2 suggested a number of nickel- and cobalt-base alloys for additional lubrication study. Several combinations of gases and these metals were found to lubricate to 1200 F without excessive corrosion. The gases were CF2Cl2 Plus 1 percent SF6, monobromotrifluoromethane CF3Br plus 1 percent SF6, dibromodifluoromethane CF2Br2, iodotrifluoromethane, CF3I, and I2. Careful selection of metals and gas are necessary for successful lubrication over specific temperature ranges. Optimum combinations give friction coefficients as low as 0.05 without

Buckley, Donald H.↗

Performance of Two Boron-Modified S-816 Alloys in a Turbojet Engine Operated at 1650 F

S-816+B and modified S-816+B cast cobalt-base alloys were evaluated as turbine-bucket materials at 16500 F. Stress-rupture and tensile data obtained from these alloys had indicated satisfactory strength for engine operation at 1650 F. Although both alloys exhibited a limited ductility in room-temperature laboratory impact tests, there was a significant increase in impact resistance in the 1650 F tests. Bucket failures began after 10 hours of engine testing and continued at various intervals during the 107.5-hour test. Bucket lives were short relative to the predicted lives based on stress-rupture considerations (280 hr for S-816+B and 1750 hr for modified S-816+B). No significant difference was apparent in the performance of the two alloy groups. The primary cause of bucket failures in both alloys was mechanical fatigue. Impact damage occurred as a direct result of bucket tip fatigue failures and was a secondary cause of bucket failures. The impact of small pieces of fractured bucket tips on surrounding buckets caused a relatively large amount of impact damage to buckets of both alloys. The amount of impact damage from induced fractures at the bucket midspan, which provided relatively large failed fragments, was no greater than that which occurred as a result of tip failures.

Waters, William J.↗