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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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At least 505 records · Page 28
All sourcesNASA NTRSDOE OSTI
NASA NTRS1998

Benefits of Swept and Leaned Stators for Fan Noise Reduction

An advanced high bypass ratio fan model was tested in the NASA Lewis Research Center 9 x 15-Foot Low Speed Wind Tunnel. The primary focus of this test was to quantify the acoustic benefits and aerodynamic performance of sweep and lean in stator vane design. Three stator sets were used for this test series. A conventional radial stator was tested at two rotor-stator axial spacings. Additional stator sets incorporating sweep + lean, and sweep only were also tested. The hub axial location for the swept + lean, and sweep only stators corresponded to the location of the radial stator at the upstream rotor-stator spacing, while the tip axial location of these modified stators corresponded to the radial stator axial position at the downstream position. The acoustic results show significant reductions in both rotor-stator interaction noise and broadband noise beyond what could be achieved through increased axial spacing of the conventional, radial stator. Theoretical application of these results to acoustically quantify a fictitious 2-engine aircraft and flight path suggested that about 3 Effective Perceived Noise (EPN) dB could be achieved through incorporation of these modified stators. This reduction would represent a significant portion of the 6 EPNdB noise goal of the current NASA Advanced Subsonic Technology (AST) initiative relative to that of 1992 technology levels. A secondary result of this fan test was to demonstrate the ability of an acoustic barrier wall to block aft-radiated fan noise in the wind tunnel, thus revealing the acoustic structure of the residual inlet-radiated noise. This technology should prove valuable toward better understanding inlet liner design, or wherever it is desirable to eliminate aft-radiated noise from the fan acoustic signature.

Woodward, Richard P.↗
NASA NTRS1998

Extrapolation From Wind Tunnel to Flight: Shuttle Orbiter Aerodynamics

The paper reviews a combined numerical and experimental activity on the Shuttle Orbiter, first performed at NASA Langley within the Orbiter Experiment (OEX) and subsequently at ESA, as part of the AGARD FDP WG 18 activities. The study at Langley was undertaken to resolve the pitch up anomaly observed during the entry of the first flight of the Shuttle Orbiter. The present paper will focus on real gas effects on aerodynamics and not on heating. The facilities used at NASA Langley were the 15-in. Mach 6, the 20-in, Mach 6, the 31-in. Mach 10 and the 20-in. Mach 6 CF4 facility. The paper focuses on the high Mach, high altitude portion of the first entry of the Shuttle where the vehicle exhibited a nose-up pitching moment relative to pre-flight prediction of (AC,) = 0.03. In order to study the relative contribution of compressibility, viscous interaction and real gas effects on basic body pitching moment and flap efficiency, an experimental study was undertaken to examine the effects of Mach, Reynolds and ratio of specific heats at NASA. At high Mach, a decrease of gamma occurs in the shock layer due to high temperature effects. The primary effect of this lower specific heat ratio is a decrease of the pressure on the aft windward expansion surface of the Orbiter causing the nose-up pitching moment. Testing in the heavy gas, Mach 6 CF4 tunnel, gave a good simulation of high temperature effects. The facilities used at ESA were the 1m Mach 10 at ONERA Modane, the 0.7 m hot shot F4 at ONERA Le Fauga and the 0.88 m piston driven shock tube HEG at DLR Goettingen. Encouraging good force measurements were obtained in the F4 facility on the Orbiter configuration. Testing of the same model in the perfect gas Mach 10 S4 Modane facility was performed so as to have "reference" conditions. When one compares the P4 and S4 test results, the data suggests that the Orbiter "pitch up" is due to real gas effects. In addition, pressure measurements, performed on the aft portion of the windward side of the Halis configuration in HEG and P4, confirm that the pitch up is mainly attributed to a reduction of pressure due to a local decrease in gamma.

J. Muylaert↗
NASA NTRS1999

X-33 Liquid Hydrogen Tanks

The liquid hydrogen tank is a multi-lobe graphite/epoxy tank with integrally bonded, woven composite joints. The tanks are broken down into three major subgroups: aft dome/bulkhead, mid barrel section, and the forward dome/bulkhead. The vehicle uses two tanks (a left and right hand tank) as the "aft fuselage" of the vehicle, to react all body bending loads, landing gear loads, canted and vertical fin loads and air loads, as well as being used as the cryogenic fuel cells.

Adams, Andrew J.↗
NASA NTRS1999

Development and Implementation of Environmentally Compatible Solid Film Lubricants

Multi-body launch vehicles require the use of Solid Film Lubricants (SFLs) to allow for unrestricted relative motion between structural assemblies and components during lift-off and ascent into orbit. The Space Shuttle Solid Rocket Booster (SRB), uses a dual coat, ceramic-bonded high temperature SFL in several locations such as restraint hardware between the SRB aft skirt and the Mobile Launch Platform (MLP), the aft SRB/External Tank (ET) attach struts, and the forward skirt SRB/ET attach ball assembly. Future launch systems may require similar applications of SFLs for attachment and restraint hardware. A family of environmentally compatible non-lead/antimony bearing alternative SFLs have been developed including a compatible repair material. In addition, commercial applications for SFLs on transportation equipment, all types of lubricated fasteners, and energy related equipment allow for wide usage's of these new lubricants. The new SFLs trade named BOOSTERLUBE is a family of single layer thin film (0.001 inch maximum) coatings that are a unique mixture of non-hazardous pigments in a compatible resin system that allows for low temperature curing (450 F). Significant savings in energy and processing time as well as elimination of hazardous material usage and disposal would result from the non-toxic one-step SFL application. Compatible air-dry field repair lubricants will help eliminate disassembly of launch vehicle restraint hardware during critical time sensitive assembly operations.

Novak, Howard L.↗
NASA NTRS1998

Development and Implementation of Environmentally Compatible Solid Film Lubricants

Multi-body launch vehicles require the use of Solid Film Lubricants (SFLS) to allow for unrestricted relative motion between structural assemblies and components during lift-off and ascent into orbit. The Space Shuttle Solid Rocket Booster (SRB), uses a dual coat, ceramic-bonded high temperature SFL in several locations such as restraint hardware between the SRB aft skirt and the Mobile Launch Platform (MLP), the aft SRB/External Tank (ET) attach struts, and the forward skirt SRB/ET attach ball assembly. Future launch systems may require similar applications of SFLs for attachment and restraint hardware. A family of environmentally compatible non-lead/antimony bearing alternative SFLs have been developed including a compatible repair material. In addition, commercial applications for SFLs on transportation equipment, all types of lubricated fasteners, and energy related equipment allow for wide usage's of these new lubricants. The new SFLs trade named BOOSTERLUBE is a family of single layer thin film (0.001 inch maximum) coatings that are a unique mixture of non-hazardous pigments in a compatible resin system that allows for low temperature curing (450F). Significant savings in energy and processing time as well as elimination of hazardous material usage and disposal would result from the non-toxic one-step SFL application. Compatible air-dry field repair lubricants will help eliminate disassembly of launch vehicle restraint hardware during critical time sensitive assembly operations.

Novak, Howard L.↗
NASA NTRS1988

STS-26/Discovery Preparations for Launch

This NASA Kennedy Space Center two-part video release is comprised of footage covering STS-26 launch preparations from the arrival of the Tracking and Data Relay Satellite (TDRS) at the Orbiter Processing Facility (OPF) to the lift and mate of the external tanks. The STS-26 flight crew include: Frederick H. (Rick) Hauck, mission commander; Richard O. Covey, pilot; John M. (Mike) Lounge, mission specialist; David C. Hilmers, mission specialist; and George D. (Pinky) Nelson, mission specialist. The primary payload of STS-26 is the TDRS while the secondary payloads include the Physical Vapor Transport of Organic Solids (PVTOS); Protein Crystal Growth (PCG); Infrared Communications Flight Experiment (IRCFE); Aggregation of Red Blood Cells (ARC); Isoelectric Focusing Experiment (IFE); Mesoscale Lightning Experiment (MLE); Phase Partitioning Experiment (PPE); Earth-Limb Radiance Experiment (ELRAD); Automated Directional Solidification Furnace (ADSF) and two Shuttle Student Involvement Program (SSIP) experiments. Launch preparation footage includes flight crew arrival at KSC, rollout of Discovery to Pad B, OV-103 Discovery power-up, main engine unpacking and installation, solid rocket boosters' arrival prep and stacking, and aft skirt to aft segment mating.

Source record↗
NASA NTRS1999

Multivariable Techniques for High-Speed Research Flight Control Systems

This report describes the activities and findings conducted under contract with NASA Langley Research Center. Subject matter is the investigation of suitable multivariable flight control design methodologies and solutions for large, flexible high-speed vehicles. Specifically, methodologies are to address the inner control loops used for stabilization and augmentation of a highly coupled airframe system possibly involving rigid-body motion, structural vibrations, unsteady aerodynamics, and actuator dynamics. Design and analysis techniques considered in this body of work are both conventional-based and contemporary-based, and the vehicle of interest is the High-Speed Civil Transport (HSCT). Major findings include: (1) control architectures based on aft tail only are not well suited for highly flexible, high-speed vehicles, (2) theoretical underpinnings of the Wykes structural mode control logic is based on several assumptions concerning vehicle dynamic characteristics, and if not satisfied, the control logic can break down leading to mode destabilization, (3) two-loop control architectures that utilize small forward vanes with the aft tail provide highly attractive and feasible solutions to the longitudinal axis control challenges, and (4) closed-loop simulation sizing analyses indicate the baseline vane model utilized in this report is most likely oversized for normal loading conditions.

Newman, Brett A.↗
NASA NTRS1988

STS-26 Preflight Press Briefing: Shuttle Systems Changes (2)

This NASA KSC video release presents part of a press conference held prior to Discovery flight STS-26, the first shuttle mission flown following the 51-L Challenger accident. The video includes presentations by Gerald Smith (Solid Rocket Booster (SRB) Project Manager) and Joe Lombardo (Space Shuttle Main Engine (SSME) Project Manager) discussing the major changes that were made to the SRB and SSME between 51-L and STS-26. Mr. Smith's talk centered on the changes and redesigns made to the solid rocket motor field joint, the case to nozzle joint, the SRB aft skirt, and the ET aft attach ring. Mr. Lombardo discusses test data evaluation, SSME inspections and the SSME heat exchanger in particular.

Source record↗
NASA NTRS1999

Nacelle Integration to Reduce the Sonic Boom of Aircraft Designed to Cruise at Supersonic Speeds

An empirical method for integrating the engine nacelles on a wing-fuselage-fin(s) configuration has been described. This method is based on Whitham theory and Seebass and George sonic-boom minimization theory, With it, both reduced sonic-boom as well as high aerodynamic efficiency methods can be applied to the conceptual design of a supersonic-cruise aircraft. Two high-speed civil transport concepts were used as examples to illustrate the application of this engine-nacelle integration methodology: (1) a concept with engine nacelles mounted on the aft-fuselage, the HSCT-1OB; and (2) a concept with engine nacelles mounted under an extended-wing center section, the HSCT-11E. In both cases, the key to a significant reduction in the sonic-boom contribution from the engine nacelles was to use the F-function shape of the concept as a guide to move the nacelles further aft on the configuration.

Mack, Robert J.↗
NASA NTRS1999

Monitoring and Correcting Autonomic Function Aboard Mir: NASA Technology Used in Space and on Earth to Facilitate Adaptation

The broad objective of the research was to study individual characteristics of human adaptation to long duration spaceflight and possibilities of their correction using autonomic conditioning. The changes in autonomic state during adaptation to microgravity can have profound effects on the operational efficiency of crewmembers and may result in debilitating biomedical symptoms. Ground-based and inflight experiment results showed that certain responses of autonomic nervous system were correlated with, or consistently preceded, reports of performance decrements or the symptoms. Autogenic-Feedback-Training Exercise (AFTE) is a physiological conditioning method that has been used to train people to voluntary control several of their own physiological responses. The specific objectives were: 1) To study human autonomic nervous system (ANS) responses to sustained exposure to microgravity; 2) To study human behavior/performance changes related to physiology; 3) To evaluate the effectiveness of preflight autonomic conditioning (AFTE) for facilitating adaptation to space and readaptation to Earth; and 4) To archive these data for the NASA Life Sciences Data Archive and thereby make this information available to the international scientific community.

Cowings, P.↗
NASA NTRS1999

Boom Softening and Nacelle Integration on an Arrow-Wing High-Speed Civil Transport Concept

During the last cycle of concept design and wind-tunnel testing, the goal of the low-boom- shaped HSCT concepts (the B-935, the LB-16, and the LB- 1 8) was to meet mission requirements and generate shaped, ground-level pressure signatures with nose shock strengths of 1.0 psf or less. The wind-tunnel tests of these concepts produced results that were partially successful and encouraging although not fully up to expectations. In spite of this, however, these conceptual designs were overly optimistic and not acceptable because: the wing planforms had excessive area; the wing structural aspect ratio was too high; one concept had aft-fuselage rather than under-the-wing engines; and the gross takeoff weights were unrealistically low because of engines that were early, high-tech versions of later, revised, more-realistic engines. The need for reducing the ground-level overpressure shock strengths still existed; a need to be met within more restrictive guidelines of mission performance and gross takeoff weight limitations. Therefore, it was decided that the next conceptual design cycle would focus on decreased nose shock strengths, "boom softening," in the signatures of the Boeing and the McDonnell Douglas baseline concepts rather than low-boom concepts with shaped-signature designs. Overly-optimistic results were not the only problem with these low-sonic-boom concepts. Papers given at the 1994 Sonic-Boom Workshop had demonstrated that the problem of successful nacelle integration on HSCT concepts had only been partially solved. Wind-tunnel pressure signature data, from the HSCT-11B (a.k.a. the LB-18) wind-tunnel model, showed that the Langley HSCT design and analysis method had been successful in reducing the nacelle-volume disturbances in the flow field. This was due.to the engine nacelles mounted behind the wing trailing-edge on the aft fuselage so that no nacelle-wing interference-lift flow-field disturbances were generated. While acceptable from a sonic-boom research point of view, this concept was unacceptable from several practical and structural considerations. Preliminary wind-tunnel pressure signature data from the LB-16 wind-tunnel model, which had the engine nacelles mounted under the wings (the usual location), indicated that the application of the Langley nacelle-integration method had been only partially successful in the reduction of the nacelle-volume with nacelle-wing interference-lift pressure disturbances. So, "boom softening" had to also address the task of successful integration of the engine nacelles, with the engines in the required under-the-wing location. Unless this problem was solved, low-sonic-boom and low-drag modifications to the wing planform, the airfoil shape, and the fuselage longitudinal area distribution could be nullified if the nacelle disturbances added increments to the nose-shock strengths that were removed through component tailoring. In this paper, an arrow-wing boom-softened HSC7 concept which incorporated modifications to a baseline McDonnell Douglas concept is discussed. The analysis of the concept's characteristics will include estimates of weight, center of gravity, takeoff field length, mission range, and predictions of its ground-level sonic-boom pressure signature. Additional modifications which enhanced the softened-boom performance of this concept are also described as well as estimates of the performance penalties induced by these modifications.

Mack, Robert J.↗
NASA NTRS1999

Evaluation of Alternate Control Surface Concepts

Although several viable concepts have been investigated during recent years, time constraints do not allow for a detailed discussion of each. Therefore, only a small segment of these concepts will be discussed during this workshop. Emphasis will be placed on canards, forebody chimes and wing fins. The majority of the data presented were obtained using a 0.01542 scale representation of the HSR Reference-H model. This model was similar in planform, and incorporated fullspan leading-edge flaps and segmented trailing-edge flaps. The high-lift configuration of leading-edges at 30 degrees, and trailing-edges at 10 degrees are shown. The wing had no twist or camber. The forebody and fuselage were simple bodies of revolution. A detachable aft fuselage, complete with empennage, was incorporated during the chine study, and removed during the canard tests. The overall length (including aft fuselage) was approximately 58 inches; and the span was 24 inches.

Campbell, Bryan↗
NASA NTRS1985

Ambulatory Feedback System

This presentation discusses instrumentation that will be used for a specific event, which we hope will carry on to future events within the Space Shuttle program. The experiment is the Autogenic Feedback Training Experiment (AFTE) scheduled for Spacelab 3, currently scheduled to be launched in November, 1984. The objectives of the AFTE are to determine the effectiveness of autogenic feedback in preventing or reducing space adaptation syndrome (SAS), to monitor and record in-flight data from the crew, to determine if prediction criteria for SAS can be established, and, finally, to develop an ambulatory instrument package to mount the crew throughout the mission. The purpose of the Ambulatory Feedback System (AFS) is to record the responses of the subject during a provocative event in space and provide a real-time feedback display to reinforce the training.

Finger, Herbert↗
NASA NTRS2000

Turbofan Acoustic Propagation and Radiation

This document describes progress in the development of finite element codes for the prediction of near and far field acoustic radiation from the inlet and aft fan ducts of turbofan engines. The report consists of nine papers which have appeared in archival journals and conference proceedings, or are presently in review for publication. Topics included are: 1. Aft Fan Duct Acoustic Radiation; 2. Mapped Infinite Wave Envelope Elements for Acoustic Radiation in a Uniformly Moving Medium; 3. A Reflection Free Boundary Condition for Propagation in Uniform Flow Using Mapped Infinite Wave Envelope Elements; 4. A Numerical Comparison Between Multiple-Scales and FEM Solution for Sound Propagation in Lined Flow Ducts; 5. Acoustic Propagation at High Frequencies in Ducts; 6. The Boundary Condition at an Impedance Wall in a Nonuniform Duct with Potential Flow; 7. A Reverse Flow Theorem and Acoustic Reciprocity in Compressible Potential Flows; 8. Reciprocity and Acoustics Power in One Dimensional Compressible Potential Flows; and 9. Numerical Experiments on Acoustic Reciprocity in Compressible Potential Flows.

Eversman, Walter↗
NASA NTRS2000

Geometric Perturbations and Asymmetric Vortex Shedding about Slender Pointed Bodies

The flow about slender, pointed bodies can be characterized by different states with angle of attack. At moderate-to-high angles of attack (alpha approx. = 40 deg.), a steady, asymmetric vortex pattern develops along the body, leading to a net lateral force. At higher angles of attack (alpha approx. = 60 deg.), the aft-end of the body develops an unsteady von Karman shedding. As the angle of attack approaches 90 deg., the entire body length exhibits a time-dependent vortex shedding pattern. The current work uses three-dimensional, thin-layer Navier-Stokes simulations to investigate the physical mechanisms of asymmetric vortex shedding at alpha = 40 deg. and alpha = 60 deg. The development of an asymmetric vortex pattern via a convective instability mechanism is investigated using tip bumps, surface roughness, and tip curvature. It's found that surface roughness simulations can incite an asymmetric vortex state at alpha = 60 deg. which is consistent with the application of a tip bump, and the experimentally observed flowfield. The unsteady von Karman vortex shedding on the aft. portion of the body is also well resolved. The use of surface roughness did not incite a flow asymmetry at alpha = 40 deg., and it was necessary to simulate tip curvature at this angle of attack in order to generate an asymmetric vortex state.

Murman, Scott M.↗
NASA NTRS2001

A Quadrupole Ion Trap Mass Spectrometer for Quantitative Analysis of Nitrogen-Purged Compartments within the Space Shuttle

To enter orbit, the Space Shuttle burns 1.8 million liters of liquid hydrogen combined with 0.8 million liters of liquid oxygen through three rocket engines mounted in the aft. NASA monitors the nitrogen-purged aft compartment for increased levels of hydrogen or oxygen in order to detect and determine the severity of a cryogenic fuel leak. Current monitoring is accomplished with a group of mass spectrometer systems located as much as 400 feet away from the Shuttle. It can take up to 45 seconds for gas to reach the mass spectrometer, which precludes monitoring for leaks in the final moments before liftoff (the orbiter engines are started at T-00:06 seconds). To remedy the situation, NASA is developing a small rugged mass spectrometer to be used as point-sensors around the Space Shuttle. As part of this project, numerous mass analyzer technologies are being investigated. Presented here are the preliminary results for one such technology, quadrupole ion trap mass spectrometry (QITMS). A compact QITMS system has been developed in-house at the University of Florida for monitoring trace levels of four primary gases, hydrogen, helium, oxygen, and argon, all in a nitrogen background. Since commercially available QITMS systems are incapable of mass analysis at m/z(exp 2), the home-built system is preferred for the evaluation of QITMS technology.

Ottens, Andrew K.↗
NASA NTRS2000

NASA Space Technology Can Improve Soldier Health, Performance and Safety

One of the primary goals of NASA Life Sciences research is '... to enable a permanent human presence in space.' To meet this goal, NASA is creating alternative protocols designed to evaluate and test countermeasures that will account for and correct the environmental effects of space flight on crewmembers health, safety, and operational performance. NASA investigators have previously evaluated the effects of long-duration space flight on physiology and performance of cosmonauts aboard the MIR space station. They also initiated tests of a countermeasure, Autogenic-Feedback Training Exercise (AFTE) designed to prevent and/or correct adverse effects, i.e., facilitate adaptation to space and re-adaptation to Earth. AFTE is a six-hour physiological training program that has proven to be a highly efficient and effective method for enabling people to monitor and voluntarily control a range of their own physiological responses, thereby minimizing adverse reactions to environmental stress. However, because of limited opportunities to test this technology with space flight crews, it is essential to find operational or 'real world' environments in which to validate the efficacy of this approach.

Cowings, Patricia S.↗
NASA NTRS2000

Geometric Perturbations and Asymmetric vortex shedding About Slender Pointed Bodies

The flow about slender, pointed bodies can be characterized by different states with angle of attack. At moderate-to-high angles of attack (alpha approximately equals 40deg), a steady, asymmetric vortex pattern develops along the body, leading to a net lateral force. At higher angles of attack (alpha approximately equals 60deg), the aft-end of the body develops an unsteady von Karman shedding. As the angle of attack approaches 90deg, the entire body length exhibits a time-dependent vortex shedding pattern. The current work uses three-dimensional, thin-layer Navier-Stokes simulations to investigate the physical mechanisms of asymmetric vortex shedding at alpha = 40deg and alpha = 60deg. The development of an asymmetric vortex pattern via a convective instability mechanism is investigated using tip bumps, surface roughness, and tip curvature. It's found that surface roughness simulations can incite an asymmetric vortex state at alpha = 60deg which is consistent with the application of a tip bumps, and the experimentally observed flowfield. The unsteady von Karman vortex shedding on the aft portion of the body is also well resolved. The use of surface roughness did not incite a flow asymmetry at alpha = 40deg, and it was necessary to simulate tip curvature at this angle of attack in order to generate an asymmetric vortex state.

Murman, Scott M.↗