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Valve containing simple in-line, adjustable, flow-control orifice made from ordinary plumbing fitting and two allen setscrews. Construction of valve requires only simple drilling, tapping, and grinding. Orifice installed in existing fitting, avoiding changes in rest of plumbing.
Trap acts as scrubber by removing noncondensable gas as it is generated slowly or released by outgassing in vapor/liquid heat-transfer system. Includes tube of stainless steel or other poorly thermally conductive material attached to tap on top of main vapor line where vapor flows toward condenser. Sub-cooled liquid from outlet of condenser cools upper end of tube below vapor temperature.
The electric fields and the floating potentials of a Plasma Diagnostics Payload (PDP) located near a powerful electron beam injected from a large sounding rocket into the auroral zone ionosphere have been studied. As the PDP drifted away from the beam laterally, it surveyed a region of hot plasma extending nearly to 60 m radius. Large polarization electric fields transverse to B were imbedded in this hot plasma, which displayed large ELF wave variations and also an average pattern which has led to a model of the plasma flow about the negative line potential of the beam resembling a hydrodynamic vortex in a uniform flow field. Most of the present results are derived from the ECHO 6 sounding rocket mission.
Arguments against the existence of large-scale cooling flows in clusters of galaxies are presented. The evidence for cooling flows is all circumstantial, consisting of observations of cool gas or hot gas with a radiative cooling time less than the Hubble time, or a central peak in the X-ray surface brightness profile. There is no evidence for large quantities (several tens to several hundreds of solar masses per year) of matter actually flowing anywhere. On the contrary, several lines of evidence suggest thaat cooling flows, if they exist, must be suppressed by one to two orders of magnitude from the values implied by simple estimates based on the radiative cooling time of the X-ray emitting gas. Two heat sources which might accomplish this, thermal conduction and relativistic particles, are considered, and an alternative to the standard model for cooling flows is presented: an accretion flow with feedback wherein the accretion of gas into a massive black hole in the central galaxy generates high energy particles that heat the gas and act to limit the accretion.
The initial thermal set-up and operation of the dewar for the COBE spacecraft are discussed, focusing on the helium vent system. During the initial cooldown of the dewar from 1.72 K to 1.41 K, short term temperature and pressure oscillations were observed in the porous plug and in the vent line. A detailed flow model describing these oscillations was developed. Attention is also given to the steady state operating mode for the instruments and the dewar, a comparison of the 'mission mode' temperature and power profile of the dewar with the predicted performance, the instrument and spacecraft events affecting the helium boil-off rate, and the methods for determining the helium flow rate and remaining mass measurements.
An anelastic approximation is used with a time-variable coordinate transformation to formulate a two-dimensional numerical model that describes the evolution of gravity waves. The model is solved using a semi-Lagrangian method with monotone (nonoscillatory) interpolation of all advected fields. The time-variable transformation is used to generate disturbances at the lower boundary that approximate the effect of a traveling line of thunderstorms (a squall line) or of flow over a broad topographic obstacle. The vertical propagation and breaking of the gravity wave field (under conditions typical of summer solstice) is illustrated for each of these cases. It is shown that the wave field at high altitudes is dominated by a single horizontal wavelength; which is not always related simply to the horizontal dimension of the source. The morphology of wave breaking depends on the horizontal wavelength; for sufficiently short waves, breaking involves roughly one half of the wavelength. In common with other studies, it is found that the breaking waves undergo "self-acceleration," such that the zonal-mean intrinsic frequency remains approximately constant in spite of large changes in the background wind. It is also shown that many of the features obtained in the calculations can be understood in terms of linear wave theory. In particular, linear theory provides insights into the wavelength of the waves that break at high altitudes, the onset and evolution of breaking. the horizontal extent of the breaking region and its position relative to the forcing, and the minimum and maximum altitudes where breaking occurs. Wave breaking ceases at the altitude where the background dissipation rate (which in our model is a proxy for molecular diffusion) becomes greater than the rate of dissipation due to wave breaking, This altitude, in effect, the model turbopause, is shown to depend on a relatively small number of parameters that characterize the waves and the background state.
Surface and off-surface flow visualization techniques were used to visualize the three-dimensional vortex flows on the F-106 aircraft with vortex flaps installed. Results at angles of attack between 9 deg to 18 deg and Mach numbers from 0.3 to 0.9 are presented. A smoke flow vapor screen technique was used to document leading-edge vortex paths and sizes, while an oil flow technique was employed to provide detailed information on reattachment and separation line locations and other flow details. Results were obtained for two vortex flap deflection angles, 30 deg and 40 deg. Flow visualization revealed the existence of a multiple vortex system that had not previously been seen in subscale tests or predicted for this configuration. The vortex flap generated a leading-edge vortex system that reattached near the flap hinge over a wide angle of attack range. In addition to the primary vortex, flow visualization revealed the presence of several distinct vortices which traced a path from the vortex flap and then over the wing.
Surface and off-surface flow visualization techniques were used to visualize the three-dimensional vortex flows on the F-106 aircraft with vortex flaps installed. Results at angles of attack between 9 degrees to 18 degrees and Mach numbers from 0.3 to 0.9 are presented. A smoke flow vapor screen technique was used to document leading-edge vortex paths and sizes, while an oil flow technique was employed to provide detailed information on reattachment and separation line locations and other flow details. Results were obtained for two vortex flap deflection angles, 30 degrees and 40 degrees. Flow visualization revealed the existence of a multiple vortex system that had not previously been seen in subscale tests or predicted for this configuration. The vortex flap generated a leading-edge vortex system that reattached near the flap hinge over a wide angle of attack range. In addition to the primary vortex, flow visualization revealed the presence of several distinct vortices which traced a path from the vortex flap and then over the wing.
Results from a series of experiments to investigate whether centrifugal compressor stability could be improved by injecting air through the diffuser hub surface are reported. The research was conducted in a 4:1 pressure ratio centrifugal compressor configured with a vane-island diffuser. Injector nozzles were located just upstream of the leading edge of the diffuser vanes. Nozzle orientations were set to produce injected streams angled at 8, 0 and +8 degrees relative to the vane mean camber line. Several injection flow rates were tested using both an external air supply and recirculation from the diffuser exit. Compressor flow range did not improve at any injection flow rate that was tested. Compressor flow range did improve slightly at zero injection due to the flow resistance created by injector openings on the hub surface. Leading edge loading and semi-vaneless space diffusion showed trends similar to those reported earlier from shroud surface experiments that did improve compressor flow range. Opposite trends are seen for hub injection cases where compressor flow range decreased. The hub injection data further explain the range improvement provided by shroud-side injection and suggest that different hub-side techniques may produce range improvement in centrifugal compressors.
Researchers from the NASA Lewis Research Center have obtained the first combustion/emissions data under extreme future engine operating conditions. In Lewis' new world-class 60-atm combustor research facility--the Advanced Subsonic Combustion Rig (ASCR)--a flametube was used to conduct combustion experiments in environments as extreme as 900 psia and 3400 F. The greatest challenge for combustion researchers is the uncertainty of the effects of pressure on the formation of nitrogen oxides (NOx). Consequently, U.S. engine manufacturers are using these data to guide their future combustor designs. The flametube's metal housing has an inside diameter of 12 in. and a length of 10.5 in. The flametube can be used with a variety of different flow paths. Each flow path is lined with a high-temperature, castable refractory material (alumina) to minimize heat loss. Upstream of the flametube is the injector section, which has an inside diameter of 13 in. and a length of 0.5-in. It was designed to provide for quick changeovers. This flametube is being used to provide all U.S. engine manufacturers early assessments of advanced combustion concepts at full power conditions prior to engine production. To date, seven concepts from engine manufacturers have been evaluated and improved. This collaborated development can potentially give U.S. engine manufacturers the competitive advantage of being first in the market with advanced low-emission technologies.
Aerodynamic stability is a fundamental limit in the compressor design process. The development of robust techniques for increasing stability has several benefits: enabling higher loading and fewer blades, increasing safety throughout a mission, increasing tolerance to stage mismatch during part-speed operation and speed transients, and providing an opportunity to match stages at the compressor maximum efficiency point, thus reducing fuel burn. Mass injection upstream of the tip of a high-speed axial compressor rotor is a stability enhancement approach known to be effective in suppressing stall in tip-critical rotors if the injection is activated before stall occurs. This approach to stall suppression requires that a reliable stall warning system be available. Tests have recently been performed to assess whether steady injection can also be used to recover from fully developed stall. If mass injection is effective in recovering from stall quickly enough to avoid structural damage or loss of engine power, then a stall warning system may not be required. The stall recovery tests were performed on a transonic compressor rotor at its design tip speed of 1475 ft/sec using four injectors evenly spaced around the compressor case upstream of the rotor. The injectors were connected to an external air source. In an actual engine application, the injected air would be supplied with compressor bleed air. The injectors were isolated from the air source by a fast-acting butterfly valve. With the injectors turned off, the compressor was throttled into stall. Air injection was then activated with no change in throttle setting by opening the butterfly valve. The compressor recovered from stall at a fixed throttle setting with the aid of tip injection. The unsteady operating characteristic of the rotor was measured during these tests using high-response pressure sensors located upstream and downstream of the rotor. The figure shows the results, where the unsteady pressure and mass flow are superimposed on the steady operating characteristic. The total injected mass flow was equal to 1.3 percent of the compressor flow. The solid line with no solid squares on it denotes the operating point during the beginning of throttle closure and the initial drop into stall. The gray traces denote the operating point during an additional throttle closure that occurred over the next 1200 rotor revolutions (4 sec). The dashed line denotes the recovery from stall that occurred during 90 rotor revolutions (0.3 sec) after the injectors were activated with no change in throttle setting. Tip injection not only recovers the compressor from stall, but also restores the compressor to its pre-stall level of pressure rise. In contrast, standard stall recovery schemes such as compressor bleed, stator vane actuation, or engine throttle modulation result in a loss of pressure rise across the compressor, which results in a loss of engine power.
The acoustic assessment task for both the Subsonic Fixed Wing and the Supersonic projects under NASA s Fundamental Aeronautics Program was designed to assess the current state-of-the-art in noise prediction capability and to establish baselines for gauging future progress. The documentation of our current capabilities included quantifying the differences between predictions of noise from computer codes and measurements of noise from experimental tests. Quantifying the accuracy of both the computed and experimental results further enhanced the credibility of the assessment. This presentation gives sample results from codes representative of NASA s capabilities in aircraft noise prediction both for systems and components. These include semi-empirical, statistical, analytical, and numerical codes. System level results are shown for both aircraft and engines. Component level results are shown for a landing gear prototype, for fan broadband noise, for jet noise from a subsonic round nozzle, and for propulsion airframe aeroacoustic interactions. Additional results are shown for modeling of the acoustic behavior of duct acoustic lining and the attenuation of sound in lined ducts with flow.
The acoustic assessment task for both the Subsonic Fixed Wing and the Supersonic projects under NASA s Fundamental Aeronautics Program was designed to assess the current state-of-the-art in noise prediction capability and to establish baselines for gauging future progress. The documentation of our current capabilities included quantifying the differences between predictions of noise from computer codes and measurements of noise from experimental tests. Quantifying the accuracy of both the computed and experimental results further enhanced the credibility of the assessment. This presentation gives sample results from codes representative of NASA s capabilities in aircraft noise prediction at the system level and at the component level. These include semi-empirical, statistical, analytical, and numerical codes. An example of system level results is shown for an aircraft. Component level results are shown for airframe flaps and landing gear, for jet noise from a variety of nozzles, and for broadband fan noise. Additional results are shown for modeling of the acoustic behavior of duct acoustic lining and the attenuation of sound in lined ducts with flow.
The atmosphere of the volcanically active moon Io is continuously stripped away through interactions with Jupiter's magnetic field and replenished by volcanically supplied gas. Io's exosphere, the low density region consisting of bound and escaping, non-interacting neutrals, is dominated by oxygen and sulfur atoms formed from the dissociation of SO2. The radial distributions of oxygen and sulfur emissions exhibit an asymmetry between the intensity over Io's leading and trailing hemispheres (Wolven et al. 2001). Sodium, a minor but well studied exospheric component, shows a different asymmetry: the sub-Jupiter exosphere is denser than the anti-Jupiter exosphere (Burger et al. 2001). In addition, the sodium density decreases much faster with distance than the intensities of the oxygen and sulfur emissions. We explore possible sources for these. One possibility is the dependence of the observed emissions lines on plasma flowing through the exosphere. Variations in the electrons affect the excitation rates of the transitions, while leaving the resonantly scattered sodium emission unaffected. The observations may also point to differences in the loss mechanisms from Io's atmosphere: sodium is believed to be sputtered from the atmosphere and surface by high energy ions in the magnetosphere (reviewed Johnson et al 2004; Thomas et al. 2004). It is unclear whether oxygen and sulfur are lost in the same manner, or instead by the dissociation of SO2 near or above the exobase, which would produce a significantly different energy distribution than sputtering, producing the observed differences.
We present results of a 3D model of optical to gamma-ray emission from the slot gap accelerator of a rotation-powered pulsar. Primary electrons accelerating to high-altitudes in the unscreened electric field of the slot gap reach radiation-reaction limited Lorentz factors of approx. 2 x 10(exp 7), while electron-positron pairs from lower-altitude cascades flow along field lines interior to the slot gap. The curvature, synchrotron and inverse Compton radiation of both primary electrons and pairs produce a broad spectrum of emission from infra-red to GeV energies. Both primaries and pairs undergo cyclotron resonant absorption of radio photons, allowing them to maintain significant pitch angles. Synchrotron radiation from pairs with a power-law energy spectrum from gamma = 10(exp 2) - 10(exp 5), dominate the spectrum up to approx. 10 MeV. Synchrotron and curvature radiation of primaries dominates from 10 MeV up to a few GeV. We examine the energy-dependent pulse profiles and phase-resolved spectra for parameters of the Crab pulsar as a function of magnetic inclination alpha and viewing angle zeta, comparing to broad-band data. In most cases, the pulse profiles are dominated by caustics on trailing field lines. We also explore the relation of the high-energy and the radio profiles, as well as the possibility of caustic formation in the radio cone emission. We find that the Crab pulsar profiles and spectrum can be reasonably well reproduced by a model with alpha = 45deg and zeta approx. 100deg or 80deg. This model predicts that the slot gap emission below 200 MeV will exhibit correlations in time and phase with the radio emission.
The Fukushima Daiichi nuclear site is still recovering from the natural disaster of March 11, 2011. Much of the recent recovery work has been focused on mitigating ground water intrusion into the radioactively contaminated basements of the reactor and turbine buildings of units 1 - 4. Other recovery efforts involve potentially sealing the vent lines in the primary containment vessels of units 1 - 3 to maintain a flooded vessel for core cooling and shielding. This paper details preliminary test results of a proprietary grout - NOH{sub 2}O{sup TM} - in sealing/plugging those vent lines to allow flooding of the primary containment vessel. Several partial and full-scale tests were conducted on primary containment vessel vent line mock-ups between March and October 2015 to ascertain the effectiveness of NOH{sub 2}O in sealing vent lines that have flowing water, which is problematic for conventional cement-based grouts that require relatively protracted set times. In contrast, NOH{sub 2}O can be used with a proprietary accelerant to provide instant set. The other key advantage of NOH{sub 2}O is its ability to penetrate even the smallest of cracks and porous soils, following and moving with the water flow and creating a continuous, impermeable barrier. It is also extremely flexible once set, conforming to its enclosure as upstream water head increases. Finally, the material's extremely high radiation resistance and longevity make it an ideal candidate for a permanent solution in high rad environments. (authors)
Temperature and density measurements near supra-arcade current sheets suggest that plasma on unreconnected field lines may experience some degree of 'pre-heating' and 'pre-densification' prior to reconnection. Models of patchy reconnection allow for heating and acceleration of plasma along reconnected field lines but do not offer a mechanism for transport of thermal energy across field lines. Here, we present a model in which a reconnected flux tube retracts, deforming the surrounding layer of unreconnected field. The deformation creates constrictions that act as peristaltic pumps, driving plasma flow along affected field lines. Under certain circumstances, these flows lead to shocks that can extend far out into the unreconnected field, altering the plasma properties in the affected region. These findings have direct implications for observations in the solar corona, particularly in regard to such phenomena as high temperatures near current sheets in eruptive solar flares and wakes seen in the form of descending regions of density depletion or supra-arcade downflows.
Transient and steady state combined natural and forced convective flows over two in-line finite thickness fins (louvers) in a vertical channel are numerically solved using two methods. The first method of solution is based on the 'Simple Arbitrary Lagrangian Eulerian' (SALE) technique which incorporates mainly two computational phases: (1) a Lagrangian phase in which the velocity field is updated by the effects of all forces, and (2) an Eulerian phase that executes all advective fluxes of mass, momentum and energy. The second method of solution uses the finite element code entitled FIDAP. In the first part, comparison of the results by FIDAP, SALE, and available experimental work were done and discussed for steady state forced convection over louvered fins. Good agreements were deduced between the three sets of results especially for the flow over a single fin. In the second part and in the absence of experimental literature, the numerical predictions were extended to the transient transports and to the opposing flow where pressure drop is reversed. Results are presented and discussed for heat transfer and pressure drop in assisting and opposing mixed convection flows.