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At least 487 records · Page 27

Aeroelastic stability of bearingless rotors in forward flight

The finite element method was used to determine the dynamic stability of bearingless rotor blades (BR) in forward flight. The analysis was applied to four different BR configurations and the results were correlated with experimental data. The analysis was correlated with hover lag mode stability data for a simple three-blade BR rotor tested in various pitch link configurations. In addition, a more advanced BR which includes precone, blade twist, blade sweep, and a lag shear restraint is analyzed and compared to experimental data in both hover and forward flight.

Dull, Andrew L.↗

On the linearity of fast atomic oxygen effects

The effect of bombardment of 8 km per second atomic oxygen (AO) experienced by exposed surfaces of satellites in low Earth orbit must be considered in the selection of materials to be used in instruments and functional systems on these satellites. The degree of importance of the effects varies widely depending on the material, the application, and the exposure (fluence of atoms) to which it is to be subjected. Some highly erodible thin polymer film materials might be considered unacceptable on a long-lived space station, but may be perfectly serviceable on a normal shuttle flight. In order to determine the acceptability of a material for a particular environment, a designer must know the relationship between the magnitude of the effect (for example, mass-loss) and the magnitude of the fluence. To determine this relationship, we need data over a useful range of fluence. Until the return of the Long Duration Exposure Facility (LDEF), the bulk of the data on materials effects was obtained from a few shuttle flights, and the bulk of that data from the flight of experiment Evaluation of Oxygen Interaction with Materials (EOIM-2) on STS-8 in 1983. EOIM-2 obtained a fluence of 3.5 x 10(exp 20) atoms cm(exp -2), while the LDEF fluence approached 10(exp 22) atoms cm(exp -2), or about 30 times greater. Although other flight exposures had been obtained with lower fluences, considerable uncertainty was attached to these results because of the possibility of large relative systematic errors and of other factors such as sweeping angle of attack. In the future, it is hoped that simulation facilities in the laboratory will allow testing of materials without the necessity of flying them in space. In addition, if the relationship of effect with oxygen fluence is well determined, it should not be necessary to expose a material for an entire mission fluence. In this paper, we shall avoid a comparison of flight data with results from simulators, though that comparison is important for the materials community. The present discussion is limited to flight data only.

Gregory, J. C.↗

Flight Wing Surface Pressure and Boundary-Layer Data Report from the F-111 Smooth Variable-Camber Supercritical Mission Adaptive Wing

Flight tests were conducted using the advanced fighter technology integration F-111 (AFTI/F-111) aircraft modified with a variable-sweep supercritical mission adaptive wing (MAW). The MAW leading- and trailing-edge variable-camber surfaces were deflected in flight to provide a near-ideal wing camber shape for the flight condition. The MAW features smooth, flexible upper surfaces and fully enclosed lower surfaces, which distinguishes it from conventional flaps that have discontinuous surfaces and exposed or semi-exposed mechanisms. Upper and lower surface wing pressure distributions were measured along four streamwise rows on the right wing for cruise, maneuvering, and landing configurations. Boundary-layer measurements were obtained near the trailing edge for one of the rows. Cruise and maneuvering wing leading-edge sweeps were 26 deg for Mach numbers less than 1 and 45 deg or 58 deg for Mach numbers greater than 1. The landing wing sweep was 9 deg or 16 deg. Mach numbers ranged from 0.27 to 1.41, angles of attack from 2 deg to 13 deg, and Reynolds number per unit foot from 1.4 x 10(exp 6) to 6.5 x 10(exp 6). Leading-edge cambers ranged from O deg to 20 deg down, and trailing-edge cambers ranged from 1 deg up to 19 deg down. Wing deflection data for a Mach number of 0.85 are shown for three cambers. Wing pressure and boundary-layer data are given. Selected data comparisons are shown. Measured wing coordinates are given for three streamwise semispan locations for cruise camber and one spanwise location for maneuver camber.

Powers, Sheryll Goecke↗

Advanced Gas Reactor (AGR)-5/6/7 Fuel Irradiation Experiments in the Advanced Test Reactor

The United States Department of Energy’s Very High Temperature Reactor (VHTR) Advanced Gas Reactor (AGR) Fuel Development and Qualification Program will be irradiating up to seven separate low enriched uranium (LEU) tri-isotopic (TRISO) particle fuel (in compact form) experiments in the Advanced Test Reactor (ATR) located at the Idaho National Laboratory (INL). These irradiations and fuel development are being accomplished to support development of the next generation reactors in the United States. The goals of the irradiation experiments are to provide irradiation performance data to support fuel process development, to qualify fuel for normal operating conditions, to support development and validation of fuel performance and fission product transport models and codes, and to provide irradiated fuel and materials for post irradiation examination (PIE) and safety testing. The experiments, which each consist of at least five separate capsules, are being irradiated in an inert sweep gas atmosphere with individual on-line temperature monitoring and control of each capsule. The sweep gases also have on-line fission product monitoring the effluent from each capsule to track performance of the fuel during irradiation. The first two experiments (designated AGR-1 and AGR-2), have been completed. The third and fourth experiments have been combined into a single experiment designated AGR-3/4, which started its irradiation in December 2011 and is currently scheduled to be completed in April 2014. The design of the fuel qualification experiment, designated AGR-5/6/7, is well underway and incorporates lessons learned from the three previous experiments. Various design issues will be discussed with particular details related to selection of thermometry.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

An experimental study of propeller-induced structural vibration and interior noise

This paper presents results of tests conducted to study fuselage sidewall dynamics and their effects on the cabin interior noise of a twin-engine, propeller-driven, light aircraft. Data on the dynamic behavior were obtained by slowly sweeping the RPM of one of the engines while the aircraft was stationary on the ground. This technique allowed frequency response plots of the sidewall structural accelerations to be obtained. These accelerations are compared to similar results from a test using a mechanical shaker in order to evaluate the structural dynamic response caused by the harmonics of the propeller blade passage tone. The dynamic response of the fuselage sidewall is also discussed as a noise transmission mechanism. A second mechanism for noise transmission through the fuselage sidewall was investigated by opening the copilot's window. The results illustrate the complex nature of the noise transmission mechanisms and the importance of correctly assessing noise paths.

Howlett, J. T.↗

Performance of a Laser Ignited Multicylinder Lean Burn Natural Gas Engine

Market demands for lower fueling costs and higher specific powers in stationary natural gas engines has engine designs trending towards higher in-cylinder pressures and leaner combustion operation. However, Ignition remains as the main limiting factor in achieving further performance improvements in these engines. Addressing this concern, while incorporating various recent advances in optics and laser technologies, laser igniters were designed and developed through numerous iterations. Final designs incorporated water-cooled, passively Q-switched, Nd:YAG micro-lasers that were optimized for stable operation under harsh engine conditions. Subsequently, the micro-lasers were installed in the individual cylinders of a lean-burn, 350 kW, inline 6-cylinder, open-chamber, spark ignited engine and tests were conducted. To the best of our knowledge, this is the world’s first demonstration of a laser ignited multi-cylinder natural gas engine. The engine was operated at high-load (298 kW) and rated speed (1800 rpm) conditions. Ignition timing sweeps and excess-air ratio (λ) sweeps were performed while keeping the NOx emissions below the USEPA regulated value (BSNOx < 1.34 g/kW-hr), and while maintaining ignition stability at industry acceptable values (COV_IMEP <5 %). Through such engine tests, the relative merits of (i) standard electrical ignition system, and (ii) laser ignition system were determined. In conclusion, a rigorous combustion data analysis was performed and the main reasons leading to improved performance in the case of laser ignition were identified.

33 ADVANCED PROPULSION SYSTEMS↗

Additional Findings from the Common Research Model Natural Laminar Flow Wind Tunnel Test

An experimental investigation of the Common Research Model with Natural Laminar Flow (CRM-NLF) took place in the National Transonic Facility (NTF) at the NASA Langley Research Center in 2018. The 5.2% scale semispan model was designed using a new natural laminar flow design method, Crossflow Attenuated NLF (CATNLF). CATNLF enables laminar flow on typical transport wings with high sweep and Reynolds number by reshaping the wing airfoils to obtain specific pressure distribution characteristics that control the crossflow growth near the leading edge. The CATNLF method also addresses Tollmien- Schlichting transition, attachment line transition, and Görtler vortices. During the wind tunnel test, data were acquired to address three primary test objectives: validate the CATNLF design method, characterize the NTF laminar flow testing capabilities, and establish best practices for laminar flow wind tunnel testing. The present paper provides both experimental and computational data to understand the CRM-NLF laminar flow characteristics, as well as address the three primary test objectives. The effects of angle of attack and Reynolds number on the CRM-NLF laminar flow extent are studied, and the dominant transition mechanism is evaluated at a variety of test conditions. Critical N-factors are calculated for the NTF environment, and a discussion on best practices for laminar flow wind tunnel testing is provided. The CRM-NLF in the NTF provided initial confirmation of the ability of the CATNLF method to suppress crossflow growth and enable significant extents of laminar flow on transport wings with high sweep and Reynolds numbers.

Lynde, Michelle N.↗

Results of the 0.015 scale space shuttle vehicle orbiter test (OA17) in the NASA low turbulence pressure tunnel

Experimental aerodynamic investigations were conducted on a 0.015 scale model of the Space Shuttle Orbiter in a low turbulence pressure tunnel. Six component static aerodynamic force and moment data were recorded while the model was pitched from -2 deg to +26 deg angle of attack. The yaw angles during these pitch sweeps were 0 deg, -5 deg, and 7 1/2 deg. Base, sting cavity, vertical tail, wing trailing edge, and elevon pressures, as well as elevon and rudder hinge moment data were also obtained. The tests were conducted at a nominal Mach number of 0.25. The Reynolds number was varied throughout the test program from 2.5 million to 4.7 million to 10.0 million to 12.5 million.

Milam, M. D.↗

Natural Laminar Flow Flight Experiment

A supercritical airfoil section was designed with favorable pressure gradients on both the upper and lower surfaces. Wind tunnel tests were conducted in the Langley 8 Foot Transonic Pressure Tunnel. The outer wing panels of the F-111 TACT airplane were modified to incorporate partial span test gloves having the natural laminar, flow profile. Instrumentation was installed to provide surface pressure data as well as to determine transition location and boundary layer characteristics. The flight experiment encompassed 19 flights conducted with and without transition fixed at several locations for wing leading edge sweep angles which varied from 10 to 26 at Mach numbers from 0.80 to 0.85 and altitudes of 7620 meters and 9144 meters. Preliminary results indicate that a large portion of the test chord experienced laminar flow.

Steers, L. L.↗

ZIF-8 Membrane Separation Performance Tuning by Vapor Phase Ligand Treatment

Vapor phase ligand treatment (VPLT) of 2-aminobenzimidazole (2abIm) for 2-methylimidazole (2mIm) in ZIF-8 membranes prepared by two different methods (LIPS: ligand induced permselectivation and RTD: rapid thermal deposition) results in a notable shift of the molecular level cut-off to smaller molecules establishing selectivity improvements from ca. 1.8 to 5 for O 2 /N 2 ; 2.2 to 32 for CO 2 /CH 4 ; 2.4 to 24 for CO 2 /N 2 ; 4.8 to 140 for H 2 /CH 4 and 5.2 to 126 for H 2 /N 2 . Furthermore, stable (based on a one-week test) oxygen-selective air separation performance at ambient temperature, 7 bar(a) feed, and 1 bar(a) sweep-free permeate with a mixture separation factor of 4.5 and oxygen flux of 2.6×10 -3 mol m -2 s -1 is established. LIPS and RTD membranes exhibit fast and gradual evolution upon a 2abIm-VPLT, respectively, reflecting differences in their thickness and microstructure. Functional reversibility is demonstrated by showing that the original permeation properties of the VPLT-LIPS membranes can be recovered upon 2mIm-VPLT.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

Heterogeneity, pore pressure, and injectate chemistry: Control measures for geologic carbon storage

Desirable outcomes for geologic carbon storage include maximizing storage efficiency, preserving injectivity, and avoiding unwanted consequences such as caprock or wellbore leakage or induced seismicity during and post injection. Here, to achieve these outcomes, three control measures are evident including pore pressure, injectate chemistry, and knowledge and prudent use of geologic heterogeneity. Field, experimental, and modeling examples are presented that demonstrate controllable GCS via these three measures. Observed changes in reservoir response accompanying CO 2 injection at the Cranfield (Mississippi, USA) site, along with lab testing, show potential for use of injectate chemistry as a means to alter fracture permeability (with concomitant improvements for sweep and storage efficiency). Further control of reservoir sweep attends brine extraction from reservoirs, with benefit for pressure control, mitigation of reservoir and wellbore damage, and water use. State-of-the-art validated models predict the extent of damage and deformation associated with pore pressure hazards in reservoirs, timing and location of networks of fractures, and development of localized leakage pathways. Experimentally validated geomechanics models show where wellbore failure is likely to occur during injection, and efficiency of repair methods. Use of heterogeneity as a control measure includes where best to inject, and where to avoid attempts at storage. Lastly, an example is use of waste zones or leaky seals to both reduce pore pressure hazards and enhance residual CO 2 trapping.

58 GEOSCIENCES↗

Status of the NGNP fuel experiment AGR-2 irradiated in the advanced test reactor

The United States Department of Energy's Next Generation Nuclear Plant (NGNP) Advanced Gas Reactor (AGR) Fuel Development and Qualification Program will be irradiating up to seven separate low enriched uranium (LEU) tri-isotopic (TRISO) particle fuel (in compact form) experiments in the Advanced Test Reactor (ATR) located at the Idaho National Laboratory (INL). These irradiations and fuel development are being accomplished to support development of the next generation reactors in the United States, and will be irradiated over the next several years to demonstrate and qualify new TRISO coated particle fuel for use in high temperature gas reactors. The goals of the irradiation experiments are to provide irradiation performance data to support fuel process development, to qualify fuel for normal operating conditions, to support development and validation of fuel performance and fission product transport models and codes, and to provide irradiated fuel and materials for post irradiation examination (PIE) and safety testing. The experiments, which will each consist of at least six separate capsules, will be irradiated in an inert sweep gas atmosphere with individual on-line temperature monitoring and control of each capsule. The sweep gas will also undergo on-line fission product monitoring to track performance of the fuel in each individual capsule during irradiation. The first experiment (designated AGR-1) started irradiation in December 2006 and was completed in November 2009. The second experiment (AGR-2), which utilized the same experiment design as well as control and monitoring systems as AGR-1, started irradiation in June 2010 and is currently scheduled to be completed in April 2013. The design of this experiment and sup

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Insights into Engine Knock: Comparisons of Knock Metrics across Ranges of Intake Temperature and Pressure in the CFR Engine

Of late there has been a resurgence in studies investigating parameters that quantify combustion knock in both standardized platforms and modern spark-ignition engines. However, it is still unclear how metrics such as knock (octane) rating, knock onset, and knock intensity are related and how fuels behave according to these metrics across a range of conditions. As part of an ongoing study, the air supply system of a standard Cooperative Fuel Research (CFR) F1/F2 engine was modified to allow mild levels of intake air boosting while staying true to its intended purpose of being the standard device for American Society for Testing and Materials (ASTM)-specified knock rating or octane number tests. For instance, the carburation system and intake air heating manifold are not altered, but the engine was equipped with cylinder pressure transducers to enable both logging of the standard knockmeter readout and state-of-the-art indicated data. For this study, the engine was operated using primary reference fuel 90 (PRF90) at 600 rpm, first following the procedures of the ASTM D2699 research octane number test protocol in order to define the geometric compression ratio set point for standard knock number. Thereafter, compression ratio sweeps were conducted at intake temperatures ranging from 30 to 150°C and intake air boost extending from 0 to 0.3 bar above ambient. The resulting operating map provided a broad envelope of compressed in-cylinder conditions relevant to modern spark-ignition engines. Detailed analysis of the indicated data highlighted a poor correlation between established knock intensity metrics and the knockmeter reading, which is used to characterize a fuel’s octane number. It was further found that the auto-ignition characteristics of PRF90 could be perturbed by means of intake air boosting and heating without being captured by the knockmeter reading.

Rockstroh, Toby↗

Aerodynamic characteristics of a supersonic cruise airplane configuration at Mach numbers of 2.30, 2.96, and 3.30

An investigation was made in the Langley Unitary Plan wind tunnel at Mach numbers of 2.30, 2.96, and 3.30 to determine the static longitudinal and lateral aerodynamic characteristics of a model of a supersonic cruise airplane. The configuration, with a design Mach number of 3.0, has a highly swept arrow wing with tip panels of lesser sweep, a fuselage chine, outboard vertical tails, and outboard engines mounted in nacelles beneath the wings. For wind tunnel test conditions, a trimmed value above 6.0 of the maximum lift-drag ratio was obtained at the design Mach number. The configuration was statically stable, both longitudinally and laterally. Data are presented for variations of vertical-tail roll-out and toe-in and for various combinations of components. Some roll control data are shown as are data for the various sand grit sizes used in fixing the boundary layer transition location.

Shrout, B. L.↗

Space shuttle orbiter flow visualization study

The vortex flows generated at subsonic speed during the final portion of atmospheric reentry were defined using a 0.01 scale model of the orbiter in a diagnostic water tunnel. Flow visualization photographs were obtained over an angle-of-attack range to 40 deg and sideslip angles up to 10 deg. The vortex flow field development, vortex path, and vortex breakdown characteristics were determined as a function of angle-of-attack at zero sideslip. Vortex flows were found to develop on the highly swept glove, on the wing, and on the upper surface of the fuselage. No significant asymmetries were observed at zero sideslip in the water tunnel tests. The sensitivity of the upper surface vortex flow fields to variations in sideslip angle was also studied. The vortex formed on the glove remained very stable in position above the wing up through the 10 deg of sideslip tested. There was a change in the vortex lifts under sideslip due to effective change in leading-edge sweep angles. Asymmetric flow separation occurred on the upper surface of the fuselage at small sideslip angles. The influence of vortex flow fields in sideslip on the lateral/ directional characteristics of the orbiter is discussed.

Lorincz, D. J.↗

Bending-torsion flutter of a highly swept advanced turboprop

Experimental and analytical results are presented for a bending-torsion flutter phenomena encountered during wind-tunnel testing of a ten-bladed, advanced, high-speed propeller (turboprop) model with thin airfoil sections, high blade sweep, low aspect ratio, high solidity and transonic tip speeds. Flutter occurred at free-stream Mach numbers of 0.6 and greater and when the relative tip Mach number (based on vector sum of axial and tangential velocities) reached a value of about one. The experiment also included two- and five-blade configurations. The data indicate that aerodynamic cascade effects have a strong destabilizing influence on the flutter boundary. The data was correlated with analytical results which include aerodynamic cascade effects and good agreement was found.

Mehmed, O.↗

The evolution of adaptive-wall wind tunnels

Since its inception, adaptive wall wind tunnel design has developed three major configurational possibilities: streamlined walls, variable porosity walls, and segmented plenum arrangements. All of these methods have demonstrated their feasibility for transonic flow research; development programs are noted to be underway for three-dimensional adaptive wall tunnels. With the availability of advanced computational procedures, routine angle-of-incidence or Mach sweeps may be treated numerically, while adaptive wall wind tunnels are employed for complementary point-design and for testing at flow conditions that are beyond the capabilities of current numerical modeling.

Davis, S. S.↗

Experimental aerodynamic performance of advanced 40 deg-swept 10-blade propeller model at Mach 0.6 to 0.85

A propeller designated as SR-6, designed with 40 deg of sweep and 10 blades to cruise at Mach 0.8 at an altitude of 10.7 km (35,000 ft), was tested in the NASA Lewis Research Center's 8- by 6-Foot Wind Tunnel. This propeller was one of a series of advanced single rotation propeller models designed and tested as part of the NASA Advanced Turboprop Project. Design-point net efficiency was almost constant to Mach 0.75 but fell above this speed more rapidly than that of any previously tested advanced propeller. Alternative spinners that further reduced the near-hub interblade Mach numbers and relieved the observed hub choking improved performance above Mach 0.75. One spinner attained estimated SR-6 Design-point net deficiencies of 80.6 percent at Mach 0.75 and 79.2 percent at Mach 0.8, higher than the measured performance of any previously tested advanced single-rotation propeller at these speeds.

Mitchell, Glenn A.↗