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At least 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1981

An experimental investigation of the aerodynamics and cooling of a horizontally-opposed air-cooled aircraft engine installation

A flight-test based research program was performed to investigate the aerodynamics and cooling of a horizontally-opposed engine installation. Specific areas investigated were the internal aerodynamics and cooling mechanics of the installation, inlet aerodynamics, and exit aerodynamics. The applicable theory and current state of the art are discussed for each area. Flight-test and ground-test techniques for the development of the cooling installation and the solution of cooling problems are presented. The results show that much of the internal aerodynamics and cooling technology developed for radial engines are applicable to horizontally opposed engines. Correlation is established between engine manufacturer's cooling design data and flight measurements of the particular installation. Also, a flight-test method for the development of cooling requirements in terms of easily measurable parameters is presented. The impact of inlet and exit design on cooling and cooling drag is shown to be of major significance.

Miley, S. J.↗
NASA NTRS1944

Aerodynamic Tests of a Full-scale TBF-1 Aileron Installation in the Langley 16-foot High-Speed Tunnel

The failure of wing panels on a number of TBF-1 and TBM-1 airplanes in flight has prompted several investigations of the possible causes of failure. This report describes tests in the Langley 16-foot high-speed tunnel to determine whether these failures could be attributed to changes in the aerodynamic characteristics of the ailerons at high speeds. The tests were made of a 12-foot-span section including the tip and aileron of the right wing of a TBF-1 airplane. Hinge moments, control-link stresses due to aerodynamic buffeting, and fabric-deflection photographs were obtained at true airspeeds ranging from 110 to 365 miles per hour. The aileron hinge-moment coefficients were found to vary only slightly with airspeed in spite of the large fabric deflections that developed as the speed was increased. An analysis of these results indicated that the resultant hinge moment of the ailerons as installed in the airplane would tend to restore the ailerons to their neutral position for all the high-speed flight conditions covered in the tests. Serious aerodynamic buffeting occurred at up aileron angles of -10 degrees or greater because of stalling of the sharp projecting lip of the Frise aileron. The peak stresses set up in the aileron control linkages in the buffeting condition were as high as three times the mean stress. During the hinge-moment investigation, flutter of the test installation occurred at airspeeds of about 150 miles per hour. This flutter condition was investigated in some detail and slow-motion pictures were made of the motion of the wing tip and aileron. The flutter was found to involve simultaneous normal bending and chordwise oscillation of the wing and flapping of the aileron. The aileron motion appeared to be coupled with this flutter condition and was investigated in some detail and slow-motion pictures were made of the motion of the wing tip and aileron. The flutter was found to involve simultaneous normal bending and chordwise oscillation of the wing and flapping of the aileron. The aileron motion appeared to be coupled with the motion of the wing through the mass unbalance of the aileron in the normal-to-chord plane due to location of the hinge line 2.17 inches below the center of gravity of the aileron. Flutter did not occur when the installation was stiffened to prevent chordwise motion or when the bending frequency of the aileron system was appreciably higher than that of the wing as in the complete airplane installation.

Becker, John V↗
NASA NTRS1994

Lighting installations

Model computations that give the lay-out of a lighting installation have to be implemented in the real world. There, deviations from the ideal performance of just about every element of the installation will be felt. A list of possible sources of non-ideal behavior, based on practical experience, are: lamps, ballasts, reflectors, mounting position, sagging of lamps, and soiling. It is clear that with all possible deviations from the ideal the homogeneity of a real lighting installation can never be as good as the one computed. The only way to make sure it is nearly as good is by measurement of the actual light distribution. Then, an occasional adjustment or replacement may often yield a satisfactory result. This measurement should really be part of the installation contract.

Schurer, Kees↗
NASA NTRS1999

Installed Transonic 2D Nozzle Nacelle Boattail Drag Study

The Transonic Nozzle Boattail Drag Study was initiated in 1995 to develop an understanding of how external nozzle transonic aerodynamics effect airplane performance and how strongly those effects are dependent on nozzle configuration (2D vs. axisymmetric). MDC analyzed the axisymmetric nozzle. Boeing subcontracted Northrop-Grumman to analyze the 2D nozzle. AU participants analyzed the AGARD nozzle as a check-out and validation case. Once the codes were checked out and the gridding resolution necessary for modeling the separated flow in this region determined, the analysis moved to the installed wing/body/nacelle/diverter cases. The boat tail drag validation case was the AGARD B.4 rectangular nozzle. This test case offered both test data and previous CFD analyses for comparison. Results were obtained for test cases B.4.1 (M=0.6) and B.4.2 (M=0.938) and compared very well with the experimental data. Once the validation was complete a CFD grid was constructed for the full Ref. H configuration (wing/body/nacelle/diverter) using a combination of patched and overlapped (Chimera) grids. This was done to ensure that the grid topologies and density would be adequate for the full model. The use of overlapped grids allowed the same grids from the full configuration model to be used for the wing/body alone cases, thus eliminating the risk of grid differences affecting the determination of the installation effects. Once the full configuration model was run and deemed to be suitable the nacelle/diverter grids were removed and the wing/body analysis performed. Reference H wing/body results were completed for M=0.9 (a=0.0, 2.0, 4.0, 6.0 and 8.0), M=1.1 (a=4.0 and 6.0) and M=2.4 (a=0.0, 2.0, 4.4, 6.0 and 8.0). Comparisons of the M=0.9 and M=2.4 cases were made with available wind tunnel data and overall comparisons were good. The axi-inlet/2D nozzle nacelle was analyzed isolated. The isolated nacelle data coupled with the wing/body result enabled the interference effects of the installed nacelles to be determined. Isolated nacelle mm were made at M=0.9 and M=1.1 for both the supersonic and transonic nozzle settings. AU of the isolated nacelle cases were run at alpha=0. Full configuration runs were to be made at Mach numbers of 0.9, 1.1, and 2.4 (the same as the wing/body and isolated nacelles). Both the isolated nacelles and installed nacelles were run with inlet conditions designed to give zero spillage. This was to be done in order to isolate the boattail effects as much as possible. Full configuration runs with the supersonic nozzles were completed for M=0.9 and 1.1 at a=4.0 and 6.0 (4 runs total) and with the transonic nozzles at M=0.9 and 1.1 at a=2.0, 4.0 and 6.0 (6 runs total). Drag breakdowns were completed for the M=0.9 and M= 1.1 showing favorable interference drag for both cases.

Malone, Michael B.↗
NASA NTRS1947

Tests of Submerged Duct Installation on the Ryan FR-1 Airplane in the Ames 40- by 80-Foot Wind Tunnel

An investigation of an NACA submerged intake installation on the Ryan FR-1 was conducted to determine the full-scale aerodynamic characteristics of this installation. In addition, tests were conducted on the submerged inlet with revised entrance lips and deflectors to determine the configuration which would result in the best dynamic pressure recovery measured at the inlet for this installation without a major rework of the entrance. Stalling of the air flow over the inner lip surface created excessive dynamic pressure losses with the original entrance. The revised entrance produced a 12-percent increase in dynamic pressure recovery at the design high-speed inlet-velocity ratio and resulted in an improvement of thte critical-speed characteristics of the entrance lip. A complete redesign of the entrance including a decrease in ramp angle and adjustment of lip camber is necessary to secure optimum results from this submerged duct installation.

Martin, Norman J.↗
NASA NTRS2013

High Bypass Ratio Jet Noise Reduction and Installation Effects Including Shielding Effectiveness

An experimental investigation was performed to study the propulsion airframe aeroacoustic installation effects of a separate flow jet nozzle with a Hybrid Wing Body aircraft configuration where the engine is installed above the wing. Prior understanding of the jet noise shielding effectiveness was extended to a bypass ratio ten application as a function of nozzle configuration, chevron type, axial spacing, and installation effects from additional airframe components. Chevron types included fan chevrons that are uniform circumferentially around the fan nozzle and T-fan type chevrons that are asymmetrical circumferentially. In isolated testing without a pylon, uniform chevrons compared to T-fan chevrons showed slightly more low frequency reduction offset by more high frequency increase. Phased array localization shows that at this bypass ratio chevrons still move peak jet noise source locations upstream but not to nearly the extent, as a function of frequency, as for lower bypass ratio jets. For baseline nozzles without chevrons, the basic pylon effect has been greatly reduced compared to that seen for lower bypass ratio jets. Compared to Tfan chevrons without a pylon, the combination with a standard pylon results in more high frequency noise increase and an overall higher noise level. Shielded by an airframe surface 2.17 fan diameters from nozzle to airframe trailing edge, the T-fan chevron nozzle can produce reductions in jet noise of as much as 8 dB at high frequencies and upstream angles. Noise reduction from shielding decreases with decreasing frequency and with increasing angle from the jet inlet. Beyond an angle of 130 degrees there is almost no noise reduction from shielding. Increasing chevron immersion more than what is already an aggressive design is not advantageous for noise reduction. The addition of airframe control surfaces, including vertical stabilizers and elevon deflection, showed only a small overall impact. Based on the test results, the best overall nozzle configuration design was selected for application to the N2A Hybrid Wing Body concept that will be the subject of the NASA Langley 14 by 22 Foot Subsonic Tunnel high fidelity aeroacoustic characterization experiment. The best overall nozzle selected includes T-fan type chevrons, uniform chevrons on the core nozzle, and no additional pylon of the type that created a strong acoustic effect at lower bypass ratios. The T-fan chevrons are oriented azimuthally away from the ground observer locations. This best overall nozzle compared to the baseline nozzle was assessed, at equal thrust, to produce sufficient installed noise reduction of the jet noise component to enable the N2A HWB to meet NASA s noise goal of 42 dB cumulative below Stage 4.

Thomas, Russell H.↗
NASA NTRS2000

Development of a Methodology to Conduct Usability Evaluation for Hand Tools that May Reduce the Amount of Small Parts that are Dropped During Installation while Processing Space Flight Hardware

Foreign object debris (FOD) is an important concern while processing space flight hardware. FOD can be defined as "The debris that is left in or around flight hardware, where it could cause damage to that flight hardware," (United Space Alliance, 2000). Just one small screw left unintentionally in the wrong place could delay a launch schedule while it is retrieved, increase the cost of processing, or cause a potentially fatal accident. At this time, there is not a single solution to help reduce the number of dropped parts such as screws, bolts, nuts, and washers during installation. Most of the effort is currently focused on training employees and on capturing the parts once they are dropped. Advances in ergonomics and hand tool design suggest that a solution may be possible, in the form of specialty hand tools, which secure the small parts while they are being handled. To assist in the development of these new advances, a test methodology was developed to conduct a usability evaluation of hand tools, while performing tasks with risk of creating FOD. The methodology also includes hardware in the form of a testing board and the small parts that can be installed onto the board during a test. The usability of new hand tools was determined based on efficiency and the number of dropped parts. To validate the methodology, participants were tested while performing a task that is representative of the type of work that may be done when processing space flight hardware. Test participants installed small parts using their hands and two commercially available tools. The participants were from three groups: (1) students, (2) engineers / managers and (3) technicians. The test was conducted to evaluate the differences in performance when using the three installation methods, as well as the difference in performance of the three participant groups.

Miller, Darcy↗
NASA NTRSDate not supplied

Experimental Studies of Open Rotor Installation Effects

Open rotor propulsion technologies offer an opportunity for reducing fuel burn. At the same time, great challenges arise from this radically different engine architecture in terms of aircraft system integration. The aeroacoustic effects of integration are one of those key challenges and, furthermore, can offer the possibility for total aircraft system noise reduction. The inter-relationship of the aerodynamic and aeroacoustic system integration effects is particularly important to enable future application. An extensive model scale test campaign was conducted to investigate a broad range of these open rotor installation effects for both a conventional and an unconventional airframe. The experimental campaign was conducted in the Boeing Low Speed Aeroacoustic Facility with specially designed modifications for efficient positioning of the open rotor rig relative to the airframe. The airframe was traversed remotely relative to the fixed open rotor rig providing for the investigation of a large number of installation positions. Eight positions around the main wing of the conventional airframe and eleven positions above the hybrid wing body airframe were documented. Other parameters investigated in the test campaign included forward flight simulation Mach number, angle of attack, rotor speed, and airframe control surface deployment. In addition, both airframes were modified for alternate configurations. The conventional airframe was configured with both a T and a U tail while the unconventional hybrid wing body airframe was configured with different vertical control surfaces. An extensive instrumentation package was deployed. The acoustics were documented with a fixed array of far field microphones, a traversing array of in-flow microphones, an out-of-flow traversing phased array, and unsteady pressure transducers mounted flush on the surface of the airframes. In addition, mean flow surveys were measured with an articulating arm traversing system. The flow field surveys were particularly valuable in documenting flow distortion effects for the various installation positions and those created by angle of attack. This presentation will report the key results obtained for open rotor installation effects and discuss future prospects with the perspective of these results.

Michael J Czech↗
NASA NTRS2024

Monitoring Well Installation Completion Report for Ransom Road Landfill, Vertical Processing Facility, and Environmental Health Facility, Solid Waste Management Units: 003, 077, and 079

The intended purpose of the Monitoring Well Installation project is to support the Kennedy Space Center (KSC) Environmental Remediation Department’s Resource Conservation and Recovery Act Program by installing new monitoring wells. The wells are installed in accordance with the Brevard County Health Department and St. Johns River Water Management Districts rules and guidelines.

Well Installation↗
DOE OSTI2025

Assessing the Impacts of Extreme Weather Events on Photovoltaic Installations Using Remote Sensing Imagery

In this study, we analyze poststorm satellite imagery to assess solar photovoltaic (PV) damage for over 11,300 systems following a catastrophic hailstorm in Austin, TX, in September 2023, which produced softball‐sized hail and for over 1500 systems across Puerto Rico and the US Virgin Islands after Hurricanes Irma and Maria in September 2017. Findings show that approximately 5.5% of identified PV sites were damaged in the hailstorm and approximately 17% of PV installations were damaged after the hurricanes. A weak correlation between hurricane wind gust speed and percent site damage was determined, with installation practices playing a heavy role in site resilience. Additionally, we show that newer module vintages are more susceptible to hail damage than older modules, possibly due to a convergence of larger size modules, decreased frame dimensions, and decreased front glass thickness but more research is needed. For hail sizes of 60 mm or greater, consistent hail damage is sustained by PV installations, regardless of system configuration.

14 SOLAR ENERGY↗
DOE OSTI2025

Uplifting winds: The surprisingly positive community-wide impact of wind energy installations on property values

A primary concern of stakeholders when considering a new wind project is the potential negative effects wind turbines may have on home values. Yet, what has been surprisingly overlooked in the literature and general discourse around wind energy is that the well-researched positive economic development and fiscal and amenity benefits of wind energy (e.g., increased tax base, tax revenue, better public services and employment gains) might positively affect jurisdiction-wide housing values. With a focus on school districts in the United States, we compare home values in school districts with wind energy installations, before and after a wind energy installation becomes operational, to home values in other school districts located in the same county but without a wind energy installation to provide some of the first causal evidence on the relationship between wind energy projects and district-wide property values. We find that wind projects lead to economically meaningful increases in district-wide housing values of approximately 3 %, when those values are compared to similar homes located in school districts in same-county without wind energy. The effect is strongly correlated with wind project size. The mechanisms, our research suggests, are likely related to relatively large increases in school district per-pupil revenues and expenditures, which are also correlated with wind project size. We suggest other possible mechanisms for the increased values as well.

Attitudes↗
DOE OSTI2025

HBET V3.0 Installation Manual

The Hydropower Biological Evaluation Toolset (HBET) V3.0 now requires Python v3.11.0 to be installed, following the addition of the absolute fish injury rate prediction feature. This version introduces two new strike metrics—based on velocity and pressure—to provide a more precise understanding of the biological effects of fish collisions with rigid structures within the fish passage system. Additionally, SQL Server 2019 is the supported database for this release. This installation guide will walk users through the process of installing HBET V3.0 along with all necessary dependencies.

13 HYDRO ENERGY↗
DOE OSTI2026

Fermilab 2025 Summer Internship: Repairing Pre-Amplifiers with Mu2e Electronics Installation Team

The author spent nine weeks over summer 2025 working on the tracker electronics installation team for the Mu2e experiment. One of her main responsibilities was repairing high voltage (HV) and calibration (Cal) pre-amplifiers (pre-amps). During installation, the fragile wires connecting the two sockets to the pre-amp board must be bent, often leading to breakage. During production, the sockets and wires were initially soldered to the board at UC Berkely, then the whole pre-amp was coated in parylene before transport to Fermilab. The interns were able to expedite the repairs, and thus whole installation process, by using an alternative method on-site with epoxy. Another task they were responsible for, not included in the original project specifications, was attaching copper clips to specific vias on the Cals to reduce noise. The talk will give listeners insight into the daily problem-solving required by the novel technologies in the Mu2e project. The author would like to acknowledge her fellow Monmouth College undergraduate interns, Lizzie Durfee and Gianna Maughan, advisor and PI of the DOE RENEW Grant Dr. Christopher G. Fasano, and the Mu2e team lead by co-spokesperson Dr. Bob Bernstein and tracker L2 manager Dr. Brendan Kiburg.

de Zwart, Bronte [Monmouth Coll.]↗
NASA NTRS1971

Flight investigation of airframe installation effects on an auxiliary inlet ejector nozzle on an underwing engine nacelle

The local flow field approaching an installed nozzle may vary from isolated test conditions, thereby affecting exhausting nozzle performance. An installation of general interest is a podded engine mounted near the aft lower surface of the wing. The effect of this installation on the performance of an auxiliary inlet ejector nozzle was investigated over a Mach number range of 0.7 to 1.3 by using a modified F-106B aircraft. Both floating and fixed-open door configurations were examined. The ejector nozzle trailing-edge flaps were simulated in the closed position with rigid structure which provided a boattail angle of 15 deg. Primary nozzle area was varied as exhaust gas temperature was varied between 982.2 and 2003.3 K.

Burley, R. R.↗
NASA NTRS1973

The effects on cruise drag of installing long-duct refan-engine nacelles on the McDonnell Douglas DC-8-50 and -61

A high-speed wind tunnel test was conducted to determine the effect on cruise performance of installing long-duct refan-engine nacelles on the DC-8-50 and -61 models. Drag data and wing/pylon/nacelle channel pressure data are presented. At a typical cruise condition there exists a very small interference drag penalty of less than one-percent of total cruise data for the Refan installation. Pressure data indicate that some supersonic flow is present in the inboard channel of the inboard refan nacelle installation, but it is not sufficient to cause any wave drag on boundary layer separation. One pylon modification, which takes the form of pylon bumps, was tested. It resulted in a drag penalty, because its design goal of eliminating shock-related interference drag was not required and the bump thus became a source of additional parasite drag.

Callaghan, J. T.↗
NASA NTRS1973

The effects on cruise drag of installing refan-engine nacelles on the McDonnell-Douglas DC-9

A high speed wind tunnel test has been conducted to determine the effect on cruise drag for installing larger JT8D Refan engine nacelles on the Douglas DC-9. Drag data and wing- and nacelle/pylon/fuselage-channel pressure data are presented. Reduced pylon spares, required to minimize effects of the nacelle installation on low-speed deep stall, were investigated. The reduce span pylons resulted in no adverse interference effects. At typical cruise Mach numbers the measured penalty for the Refan installation was less than estimated due to a favorable effect of the larger entering engine stream tube suppressing the wing upper-surface velocities with subsequent wing compressibility drag reduction. Channel pressures show no shock waves or boundary layer separations.

Callaghan, J. T.↗
NASA NTRS1976

A simplified analysis of propulsion installation losses for computerized aircraft design

A simplified method is presented for computing the installation losses of aircraft gas turbine propulsion systems. The method has been programmed for use in computer aided conceptual aircraft design studies that cover a broad range of Mach numbers and altitudes. The items computed are: inlet size, pressure recovery, additive drag, subsonic spillage drag, bleed and bypass drags, auxiliary air systems drag, boundary-layer diverter drag, nozzle boattail drag, and the interference drag on the region adjacent to multiple nozzle installations. The methods for computing each of these installation effects are described and computer codes for the calculation of these effects are furnished. The results of these methods are compared with selected data for the F-5A and other aircraft. The computer program can be used with uninstalled engine performance information which is currently supplied by a cycle analysis program. The program, including comments, is about 600 FORTRAN statements long, and uses both theoretical and empirical techniques.

Morris, S. J., Jr.↗