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At least 505 records · Page 28

Microbarograph - ESRL Hi-Res Microbarograph, Boardman - Reviewed Data

High-precision barometers (Paroscientific 6000-16B-IS) are combined with Nishiyama-Bedard Quad Disk pressure probes, measuring pressure (mb) at the surface, nominally 2 m above ground level. Data are sampled at 20 Hz for potential studies of turbulence. The sensors' high accuracy makes them useful for determining horizontal pressure gradients and their relation to wind ramp events, as well as the temporal variability of pressure associated with mountain wakes and waves. **Note different ASCII file formats for Goldendale (z04) and Walla Walla (z09) sites.**

17 WIND ENERGY↗

Microbarograph - ESRL Hi-Res Microbarograph, Wasco Airport - Reviewed Data

High-precision barometers (Paroscientific 6000-16B-IS) are combined with Nishiyama-Bedard Quad Disk pressure probes, measuring pressure (mb) at the surface, nominally 2 m above ground level. Data are sampled at 20 Hz for potential studies of turbulence. The sensors' high accuracy makes them useful for determining horizontal pressure gradients and their relation to wind ramp events, as well as the temporal variability of pressure associated with mountain wakes and waves. **Note different ASCII file formats for Goldendale (z04) and Walla Walla (z09) sites.**

17 WIND ENERGY↗

Heat-resistant pressure probe with high-frequency response

Probe, having a sensor at its inner tip in intimate contact with pressure transients, measures pressure wave fluctuations through an engine's combustion chamber. A film of flexible opaque material on the face of the sensor prevents high radiation fluxes from heating the quartz crystal and thus changing the electrical characteristics.

Rogero, R. S.↗

Aerodynamic results of a separation test (CA20) conducted at the Boeing transonic wind tunnel using 0.030-scale models of the configuration 140A/B (modified) SSV orbiter (model no. 45-0) and the Boeing 747 carrier (model no. AX 1319 I-1), volume 1

A Rockwell built 0.030-scale 45-0 modified Space Shuttle Orbiter Configuration 14?A/B model and a Boeing built 0.030-scale 747 carrier model were tested to provide six component force and moment data for each vehicle in proximity to the other at a matrix of relative positions, attitudes and test conditions (angles of attack and sideslip were varied). Orbiter model support system tare effects were determined for corrections to obtain support-free aerodynamics. In addition to the balance force data, pressures were measured. Pressure orifices were located at the base of the Orbiter, on either side of the vertical blade strut, and at the mid-root chord on either side of the vertical tail. Strain gages were installed on the Boeing 747 vertical tail to indicate buffet onset. Photographs of aerodynamic configurations tested are shown.

Dziubala, T.↗

Aerodynamic load distributions at transonic speeds for a close-coupled wing-canard configuration: Tabulated pressure data

Wind tunnel studies are reported on both the canard and wing surfaces of a model that is geometrically identical to one used in several force and moment tests to provide insight into the various aerodynamic interference effects. In addition to detailed pressures measurements, the pressures were integrated to illustrate the effects of Mach number, canard location, and canard-wing interference on various aerodynamic parameters. Transonic pressure tunnel Mach numbers ranged from 0.70 to 1.20 for data taken from 0 deg to approximately 16 deg angle-of-attack at 0 deg sideslip.

Washburn, K. E.↗

Handbook of Recommended Practices for the Determination of Liquid Monopropellant Rocket Engine Performance

The design, installation, and operation of systems to be used for directly measuring quantities of fundamental importance to the determination of monopropellant thruster performance is described. Areas covered include: (1) force and impulse measurement; (2) propellant mass usage and flow measurement; (3) pressure measurement; (4) temperature measurement; (5) exhaust gas composition measurement; and (6) data reduction and performance determination.

R A Bjorklund↗

Full-scale wind-tunnel investigation of the effects of wing leading-edge modifications on the high angle-of-attack aerodynamic characteristics of a low-wing general aviation airplane

The paper presents the results of a recent investigation to determine the effects of wing leading-edge modifications on the high angle-of-attack aerodynamic characteristics of a low-wing general aviation airplane in the Langley Full-Scale Wind Tunnel. The investigation was conducted to provide aerodynamic information for correlation and analysis of flight-test results obtained for the configuration. The wind-tunnel investigation consisted of force and moment measurements, wing pressure measurements, flow surveys, and flow visualization studies utilizing a tuft grid, smoke and nonintrusive mini-tufts which were illuminated by ultra-violet light. In addition to the tunnel scale system which measured overall forces and moments, the model was equipped with an auxiliary strain-gage balance within the left wing panel to measure lift and drag forces on the outer wing panel independent of the tunnel scale system. The leading-edge modifications studied included partial- and full-span leading-edge droop arrangements as well as leading-edge slats.

Johnson, J. L., Jr.↗

Hot Film Static-Pressure Probe for Flow-Field Surveys

New hot film static pressure probe significantly reduces response time in flow-field surveys during wind-tunnel tests. Probe incorporates two hot film sensors, unheated film for temperature compensation and heated film for pressure measurement, and sonic orifice for flow control. Hot film prove measures static pressure while compensating for gas temperature.

Weinstein, L. M.↗

Application of 3-signal coherence to core noise transmission

A method for determining transfer functions across turbofan engine components and from the engine to the far-field is developed. The method is based on the three-signal coherence technique used previously to obtain far-field core noise levels. This method eliminates the bias error in transfer function measurements due to contamination of measured pressures by nonpropagating pressure fluctuations. Measured transfer functions from the engine to the far-field, across the tailpipe, and across the turbine are presented for three turbofan engines.

Krejsa, E. A.↗

Application of 3-signal coherence to core noise transmission

A method for determining transfer functions across turbofan engine components and from the engine to the far-field is developed. The method is based on the 3-signal coherence technique used previously to obtain far-field core noise levels. This method eliminates the bias error in transfer function measurements due to contamination of measured pressures by nonpropagating pressure fluctuations. Measured transfer functions from the engine to the far-field, across the tailpipe, and across the turbine are presented for three turbofan engines.

Krejsa, E. A.↗

A slotted test section numerical model for interference assessment

A numerical model of a slotted wind tunnel test section, intended for use with sparsely measured wall pressures in a wall interference assessment procedure, is described. The numerical model includes a discrete finite length wall slot representation and accounts for the nonlinear effects of the dynamic pressure of the slot outflow jet and of the low energy of slot inflow air. By using th numerical model in a wall interference prediction mode, it is demonstrated that accounting for slot discreteness is important in interpreting wall pressures measured between slots, and that accounting for finite slot length and nonlinear effects in the slot boundary condition can yield significant departures from the wall interference predicted using the classical linear homogeneous infinite-length wall representation.

Kemp, W. B., Jr.↗

Experimental Investigation of Crossing Shock Wave-Turbulent Boundary Layer-Bleed Interaction

Results of an experimental investigation of a symmetric crossing shock wave/turbulent boundary layer/bleed interaction are presented for a freestream unit Reynolds number of 1.68 x 10(exp 7)/m, a Mach number of 2.81, and deflection angles of 8 degrees. The data obtained in this study are bleed mass flow rate using a trace gas technique, qualitative information in the form of oil flow visualization, flow field Pitot pressures, and static pressure measurements using pressure sensitive paint. The main objective of this test is two-fold. First, this study is conducted to explore boundary layer control through mass flow removal near a large region of separated flow caused by the interaction of a double fin-induced shock wave and an incoming turbulent boundary layer. Also, a comprehensive data set is needed for computational fluid dynamics code validation.

Kim, Hyun↗

An Airplane Design having a Wing with Fuselage Attached to Each Tip

This paper describes the conceptual design of an airplane having a low aspect ratio wing with fuselages that are attached to each wing tip. The concept is proposed for a high-capacity transport as an alternate to progressively increasing the size of a conventional transport design having a single fuselage with cantilevered wing panels attached to the sides and tail surfaces attached at the rear. Progressively increasing the size of conventional single body designs may lead to problems in some area's such as manufacturing, ground-handling and aerodynamic behavior. A limited review will be presented of some past work related to means of relieving some size constraints through the use of multiple bodies. Recent low-speed wind-tunnel tests have been made of models representative of the inboard-wing concept. These models have a low aspect ratio wing with a fuselage attached to each tip. Results from these tests, which included force measurements, surface pressure measurements, and wake surveys, will be presented herein.

Spearman, Leroy M.↗

L-C Measurement Acquisition Method for Aerospace Systems

This paper describes a measurement acquisition method for aerospace systems that eliminates the need for sensors to have physical connection to a power source (i.e., no lead wires) or to data acquisition equipment. Furthermore, the method does not require the sensors to be in proximity to any form of acquisition hardware. Multiple sensors can be interrogated using this method. The sensors consist of a capacitor, C(p), whose capacitance changes with changes to a physical property, p, electrically connected to an inductor, L. The method uses an antenna to broadcast electromagnetic energy that electrically excites one or more inductive-capacitive sensors via Faraday induction. This method facilitates measurements that were not previously possible because there was no practical means of providing power and data acquisition electrical connections to a sensor. Unlike traditional sensors, which measure only a single physical property, the manner in which the sensing element is interrogated simultaneously allows measurement of at least two unrelated physical properties (e.g., displacement rate and fluid level) by using each constituent of the L-C element. The key to using the method for aerospace applications is to increase the distance between the L-C elements and interrogating antenna; develop all key components to be non-obtrusive and to develop sensing elements that can easily be implemented. Techniques that have resulted in increased distance between antenna and sensor will be presented. Fluid-level measurements and pressure measurements using the acquisition method are demonstrated in the paper.

Woodard, Stanley E.↗

Method and Apparatus for Determining Changes in Intracranial Pressure Utilizing Measurement of the Circumferential Expansion or Contraction of a Patient's Skull

A method and apparatus for measuring changes in intracranial pressure (ICP) utilizing the variation of the surface wave propagation parameters of the patient's skull to determine the change in ICP. In one embodiment, the method comprises the steps of transmitting an ultrasonic bulk compressional wave onto the surface of the skull at a predetermined angle with respect to the skull so as to produce a surface wave, receiving the surface wave at an angle with respect tn the skull which is substantially the same as the predetermined angle and at a location that is a predetermined distance from where the ultrasonic bulk compressional wave was transmitted upon the skull, determining the retardation or advancement in phase of the received surface wave with respect to a reference phase, and processing the determined retardation or advancement in phase to determine circumferential expansion or contraction of the skull and utilizing the determined circumferential change to determine the change in intracranial pressure.

William T Yost↗

Doppler echo evaluation of pulmonary venous-left atrial pressure gradients: human and numerical model studies

The simplified Bernoulli equation relates fluid convective energy derived from flow velocities to a pressure gradient and is commonly used in clinical echocardiography to determine pressure differences across stenotic orifices. Its application to pulmonary venous flow has not been described in humans. Twelve patients undergoing cardiac surgery had simultaneous high-fidelity pulmonary venous and left atrial pressure measurements and pulmonary venous pulsed Doppler echocardiography performed. Convective gradients for the systolic (S), diastolic (D), and atrial reversal (AR) phases of pulmonary venous flow were determined using the simplified Bernoulli equation and correlated with measured actual pressure differences. A linear relationship was observed between the convective (y) and actual (x) pressure differences for the S (y = 0.23x + 0.0074, r = 0.82) and D (y = 0.22x + 0.092, r = 0.81) waves, but not for the AR wave (y = 0. 030x + 0.13, r = 0.10). Numerical modeling resulted in similar slopes for the S (y = 0.200x - 0.127, r = 0.97), D (y = 0.247x - 0. 354, r = 0.99), and AR (y = 0.087x - 0.083, r = 0.96) waves. Consistent with numerical modeling, the convective term strongly correlates with but significantly underestimates actual gradient because of large inertial forces.

Non-NASA Center↗

Space Launch System Aeroacoustic Wind Tunnel Test Results

Characterization of accurate launch vehicle unsteady aerodynamics is critical for component and secondary structure vibroacoustic design. For the National Aeronautics and Space Administration (NASA) Space Launch System (SLS), aeroacoustic environments have been derived primarily through sub-scale wind tunnel testing. Both optical techniques and high frequency pressure measurements have been utilized across multiple testing facilities and numerous vehicle configurations to develop a range of preliminary and detailed environments. As the vehicle has matured and evolved, the data collected from each subsequent configuration has allowed for comparison studies which isolate the effects of certain outer mold line (OML) features on measured fluctuating pressure levels. This paper presents observations on some of those effects for features which include abort system protuberances, various fairings geometries, interstage flanges, and multibody interactions between a central core and fall away boosters. These features, and the flow conditions produced by them, are broadly applicable to many launch vehicle configurations.

Steva, Thomas B.↗

In-flight investigation of shuttle tile pressure orifice installations

To determine shuttle orbiter wing loads during ascent, wing load instrumentation was added to Columbia (OV-102). This instrumentation included strain gages and pressure orifices on the wing. The loads derived from wing pressure measurements taken during STS 61-C did not agree with those derived from strain gage measurements or with the loads predicted from the aerodynamic database. Anomalies in the surface immediately surrounding the pressure orifices in the thermal protection system (TPS) tiles were one possible cause of errors in the loads derived from wing pressure measurements. These surface anomalies were caused by a ceramic filler material which was installed around the pressure tubing. The filler material allowed slight movement of the TPS tile and pressure tube as the airframe flexed and bent under aerodynamic loads during ascent and descent. Postflight inspection revealed that this filler material had protruded from or receeded beneath the surface, causing the orifice to lose its flushness. Flight tests were conducted at NASA Ames Research Center Dryden Flight Research Facility to determine the effects of any anomaly in surface flushness of the orifice installation on the measured pressures at Mach numbers between 0.6 and 1.4. An F-104 aircraft with a flight test fixture mounted beneath the fuselage was used for these flights. Surface flushness anomalies typical of those on the orbiter after flight (STA 61-C) were tested. Also, cases with excessive protrusion and recession of the filler material were tested. This report shows that the anomalies in STS 61-C orifice installations adversely affected the pressure measurements. But the magnitude of the affect was not great enough to account for the discrepancies with the strain gage measurements and the aerodynamic predictions.

Moes, Timothy R.↗