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At least 577 records · Page 32

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DOE OSTI2023

Additively manufactured radial turbine rotor with cooling manifolds

A turbine rotor includes a base and a plurality of blades. A central nose is radially inward of the blades and defines an axis of rotation. A plurality of cooling manifolds is disposed within the turbine rotor and includes impingement cooling jets extending through a rear surface of the turbine rotor. An internal cooling manifold extends radially inward of the impingement cooling jets and extends between the base and the rear surface of the turbine rotor. A central nose cooling manifold extends into the central nose and is fluidically connected to the internal cooling manifold. A base cooling manifold is fluidically connected to the central nose manifold and extends radially outward from the central nose cooling manifold. A blade cooling manifold is fluidically connected to the base cooling manifold and extends within the blade. Trailing edge jets extend from the blade cooling manifold and through the trailing edge of blades.

Dai, Zhongtao↗

DOE OSTI2024

Additively manufactured radial turbine rotor with cooling manifolds

Dai, Zhongtao↗

DOE OSTI2023

Differential transcriptomic alterations in nasal versus lung tissue of acrolein-exposed rats

Introduction: Acrolein is a significant component of anthropogenic and wildfire emissions, as well as cigarette smoke. Although acrolein primarily deposits in the upper respiratory tract upon inhalation, patterns of site-specific injury in nasal versus pulmonary tissues are not well characterized. This assessment is critical in the design of in vitro and in vivo studies performed for assessing health risk of irritant air pollutants. Methods: In this study, male and female Wistar-Kyoto rats were exposed nose-only to air or acrolein. Rats in the acrolein exposure group were exposed to incremental concentrations of acrolein (0, 0.1, 0.316, 1 ppm) for the first 30 min, followed by a 3.5 h exposure at 3.16 ppm. In the first cohort of male and female rats, nasal and bronchoalveolar lavage fluids were analyzed for markers of inflammation, and in a second cohort of males, nasal airway and left lung tissues were used for mRNA sequencing. Results: Protein leakage in nasal airways of acrolein-exposed rats was similar in both sexes; however, inflammatory cells and cytokine increases were more pronounced in males when compared to females. No consistent changes were noted in bronchoalveolar lavage fluid of males or females except for increases in total cells and IL-6. Acrolein-exposed male rats had 452 differentially expressed genes (DEGs) in nasal tissue versus only 95 in the lung. Pathway analysis of DEGs in the nose indicated acute phase response signaling, Nrf2-mediated oxidative stress, unfolded protein response, and other inflammatory pathways, whereas in the lung, xenobiotic metabolism pathways were changed. Genes associated with glucocorticoid and GPCR signaling were also changed in the nose but not in the lung. Discussion: These data provide insights into inhaled acrolein-mediated sex-specific injury/inflammation in the nasal and pulmonary airways. The transcriptional response in the nose reflects acrolein-induced acute oxidative and cytokine signaling changes, which might have implications for upper airway inflammatory disease susceptibility.

Alewel, Devin I.↗

DOE OSTI2025

Simulations suggest offshore wind farms modify low-level jets

Abstract. Offshore wind farms are scheduled to be constructed along the East Coast of the US in the coming years. Low-level jets (LLJs) – layers of relatively fast winds at low altitudes – also occur frequently in this region. Because LLJs provide considerable wind resources, it is important to understand how LLJs might change with turbine construction. LLJs also influence moisture and pollution transport; thus, the effects of wind farms on LLJs could also affect the region’s meteorology. In the absence of observations or significant wind farm construction as yet, we compare 1 year of simulations from the Weather Research and Forecasting (WRF) model with and without wind farms incorporated, focusing on locations chosen by their proximity to future wind development areas. We develop and present an algorithm to detect LLJs at each hour of the year at each of these locations. We validate the algorithm to the extent possible by comparing LLJs identified by lidar, constrained to the lowest 200 m, to WRF simulations of these very low LLJs (vLLJs). In the NOW-WAKES simulation data set, we find offshore LLJs in this region occur about 25 % of the time, most frequently at night, in the spring and summer months, in stably stratified conditions, and when a southwesterly wind is blowing. LLJ wind speed maxima range from 10 m s−1 to over 40 m s−1. The altitude of maximum wind speed, or the jet “nose”, is typically 300 m above the surface, above the height of most profiling lidars, although several hours of vLLJs occur in each month in the data set. The diurnal cycle for vLLJs is less pronounced than for all LLJs. Wind farms erode LLJs, as LLJs occur less frequently (19 %–20 % of hours) in the wind farm simulations than in the no-wind-farm (NWF) simulation (25 % of hours). When LLJs do occur in the simulation with wind farms, their noses are higher than in the NWF simulation: the LLJ nose has a mean altitude near 300 m for the NWF jets, but that nose height moves higher in the presence of wind farms, to a mean altitude near 400 m. Rotor region (30–250 m) wind veer is reduced across almost all months of the year in the wind farm simulations, while rotor region wind shear is similar in both simulations.

17 WIND ENERGY↗

NASA NTRS1976

Experimental aerodynamic characteristics for slender bodies with thin wings and tail at angles of attack from 0 deg to 58 deg and Mach numbers from 0.6 to 2.0

An experimental investigation was conducted by wind tunnel to measure the static aerodynamic characteristics for bodies of circular and elliptic cross section with various thin flat plate wings and a thin tail consisting of horizontal and vertical parts. The wings had aspect ratios of 4 and taper ratios of about 0, 0.25, and 0.5. Two additional wings, which had taper ratios near 0.25 and aspect ratios of about 3 and 5, were also tested in combination with the bodies and tail. All wings had about the same planform area. The exposed area of the horizontal portion of the tail was about 33 to 36 percent of the exposed area of the wings. The exposed area of the vertical tail fin was about 22 to 24 percent of the exposed area of the wings. The elliptic body, with an a/b = 2 cross section, had the same length and axial distribution of cross sectional area as the circular body. The circular body had a cylindrical aftersection of fineness ratio 7, and it was tested with the wings and tail in combination with tangent ogive noses that had fineness ratios of 2.5, 3.0, 3.5, and 5.0. In addition, an ogive nose with a rounded tip and an ogive nose with two different nose strake arrangements were used. Nineteen configuration combinations were tested at Mach numbers of 0.6, 0.9, 1.5, and 2.0 at angles of attack from 0 to 58 deg. The Reynolds numbers, based on body base diameter, were about 4.3 X 100,000.

Jorgensen, L. H.↗

NASA NTRS1977

Results of an investigation of the space shuttle integrated vehicle aerodynamic heating characteristics obtained using the 0.0175-scale model 60-OTS in AEDC tunnel A during tests IH41 and IH41A

A thin skin thermocouple test was conducted to obtain heat-transfer data on the space shuttle integrated vehicle during the ascent phase of the flight profile. The test model was the 0.0175-scale thin skin thermocouple model (60-OTS) of the Rockwell International vehicle 5 configuration. The test was conducted at nominal Mach numbers of 2.5, 3.5, 4.5, and 5.5, and a free stream unit Reynolds number of 5 million per ft. Heat transfer data were obtained for angles of attack of 0, + or - 5, and 10 deg and yaw angles of 0, 3, and 6 deg. The integrated vehicle model was tested with the external tank configured with both a smooth ogive nose and an ogive nose with a spherical nose tip (nipple nose). The remainder of the test was conducted with the external tank installed alone in the tunnel.

Cummings, J. W.↗

NASA NTRS1974

Low speed aerodynamic characteristics of an 0.075-scale F-15 airplane model at high angles of attack and sideslip

An 0.075 scale model representative of the F-15 airplane was tested in the Ames 12 foot pressure wind tunnel at a Mach number of 0.16 to determine static longitudinal and lateral directional characteristics at spin attitudes for Reynolds numbers from 1.48 to 16.4 million per meter (0.45 to 5.0 million per foot). Angles of attack ranged from 0 to +90 deg and from -40 deg to -80 deg while angles of sideslip were varied from -20 deg to +30 deg. Data were obtained for nacelle inlet ramp angles of 0 to 11 deg with the left and right stabilators deflected 0, -25 deg, and differentially 5 deg and -5 deg. The normal pointed nose and two alternate nose shapes were also tested along with several configurations of external stores. Analysis of the results indicate that at higher Reynolds numbers there is a slightly greater tendency to spin inverted than at lower Reynolds numbers. Use of a hemispherical nose in place of the normal pointed nose provided an over correction in simulating yawing moment effects at high Reynolds numbers.

Petroff, D. N.↗

NASA NTRS1979

Stability and control characteristics of a monoplanar elliptic missile model at Mach numbers from 1.60 to 2.86

An investigation was conducted of a monoplanar maneuverable missile concept having a nose forebody with a circular cross section and a centerbody and afterbody with elliptical cross sections. The tests involved several component changes and were conducted in the low Mach number test section of the Langley Unitary Plan wind tunnel at Mach numbers of 1.60, 2.16, and 2.86, at angles of attack ranging from -4 degs to 28 degs and at sideslip angles ranging from -4 degs to 8 degs. The most significant result was that at the highest Mach number (2.86), the configuration with the infrared nose produced nearly twice the axial force as the same configuration with the radar nose. The cranked wing had a destabilizing effect on the longitudinal stability and had no effect on the lateral-directional stability. The nose strakes had no effect longitudinally and were detrimental to the lateral-directional stability.

Sawyer, W. C.↗

NASA NTRS1980

Crash tests of four identical high-wing single-engine airplanes

Four identical four place, high wing, single engine airplane specimens with nominal masses of 1043 kg were crash tested at the Langley Impact Dynamics Research Facility under controlled free flight conditions. These tests were conducted with nominal velocities of 25 m/sec along the flight path angles, ground contact pitch angles, and roll angles. Three of the airplane specimens were crashed on a concrete surface; one was crashed on soil. Crash tests revealed that on a hard landing, the main landing gear absorbed about twice the energy for which the gear was designed but sprang back, tending to tip the airplane up to its nose. On concrete surfaces, the airplane impacted and remained in the impact attitude. On soil, the airplane flipped over on its back. The crash impact on the nose of the airplane, whether on soil or concrete, caused massive structural crushing of the forward fuselage. The liveable volume was maintained in both the hard landing and the nose down specimens but was not maintained in the roll impact and nose down on soil specimens.

Vaughan, V. L., Jr.↗

NASA NTRS1980

Energetic particle penetrations into the inner magnetosphere

The nose structures observed on 90-deg pitch angle ion spectrograms characteristic of energetic particle injection into the ring current region of the inner magnetosphere in the afternoon to midnight sector are examined in detail on the basis of Explorer 45 data. A statistical analysis of the time dependence of nose structures yields a highest probability of occurrence at around 2000 MLT, and most events are found to occur on successive passes. The appearance of nose events is also related to an enhancement or change in configuration of the geoelectric field which alters magnetospheric convection patterns to drive an ion front close to the earth, where it can be observed by Explorer 45. The observed characteristics of nose structures are interpreted in terms of adiabatic charged particle motions in the magnetosphere in a Volland-Stern convection electric field model, which is also applied to explain the energy spectra and dispersion in penetration distances of electrons and ions observed in the postmidnight to morning sectors.

Ejiri, M.↗

NASA NTRS1980

Stall/spin flight results for the remotely piloted spin research vehicle

The unmanned, remotely piloted, unpowered, spin research vehicle was used to evaluate the effects of the nose boom and of a wind tunnel-designed nose strake on the vehicle's stall/spin characteristics. The flight-determined directional stability derivatives and the attempted spin entries indicated that the vehicle with a nose strake had increased resistance to departure and spin. The acquisition of high quality steady spin data for this vehicle was made possible by the remotely piloted technique. The zero control smooth spin modes were found to be highly repeatable for a given configuration and to vary with forebody configuration. Several spin recovery techniques, including a nose parachute, are also evaluated.

Iliff, K. W.↗

NASA NTRS1986

Impact data from a transport aircraft during a controlled impact demonstration

On December 1, 1984, the FAA and NASA conducted a remotely piloted air-to-ground crash test of a Boeing 720 transport aircraft instrumented to measure crash loads of the structure and the anthropomorphic dummy passengers. Over 330 time histories of accelerations and loads collected during the Full-Scale Transport Controlled Impact Demonstration (CID) for the 1-sec period after initial impact are presented. Although a symmetric 1 deg. nose-up attitude with a 17 ft/sec sink rate was planned, the plane was yawed and rolled 13 deg. at initial (left-wing) impact. The first fuselage impact occurred near the nose wheel well with the nose pitched down 2.5 deg. Peak normal (vertical) floor accelerations were highest in the cockpit and forward cabin near the nose wheel well and were approximately 14G. The remaining cabin floor received normal acceleration peaks of 7G or less. The peak longitudinal floor accelerations showed a similar distribution, with the highest (7G) in the cockpit and forward cabin, decreasing to 4G or less toward the rear. Peak transverse floor accelerations ranged from about 5G in the cockpit to 1G in the aft fuselage.

Fasanella, E. L.↗

NASA NTRS1987

An aerothermodynamic study of slender conical vehicles

A numerical study was performed to assess the applicability of some current techniques which can be used for aerothermal predictions over slender spherically blunted cones. Predictions using a viscous-shock-layer method and several engineering approaches were compared with experimental results from flight and ground-based tests, with each other, and with other detailed results. Good agreement was obtained in comparisons with laminar and turbulent heating data from the Reentry F flight vehicle and with the wind-tunnel data. In particular, the viscous-shock-layer method was shown to yield excellent comparisons and should be useful in providing detailed flowfield and surface values for slender blunted cones. Additional predictions were obtained with these methods for two 5-deg half-angle cones with different nose radii to illustrate the effects of nose bluntness and angle of attack on drag and heat transfer. These results demonstrate the benefit of nose blunting with respect to heating and drag for laminar and transitional flow at zero-lift conditions and the benefit of heating reduction at angle of attack. Detailed comparison of the engineering code predictions with the viscous-shock-layer results for these additional cases generally showed good agreement except for the laminar prodictions at angle of attack on the forward cone surface. Nonequilibrium calculations at 0-deg angle of attack showed that substantial benefits of low surface catalysis existed only in the nose-dominated region.

Thompson, R. A.↗

NASA NTRS1990

Effects of forebody geometry on subsonic boundary-layer stability

As part of an effort to develop computational techniques for design of natural laminar flow fuselages, a computational study was made of the effect of forebody geometry on laminar boundary layer stability on axisymmetric body shapes. The effects of nose radius on the stability of the incompressible laminar boundary layer was computationally investigated using linear stability theory for body length Reynolds numbers representative of small and medium-sized airplanes. The steepness of the pressure gradient and the value of the minimum pressure (both functions of fineness ratio) govern the stability of laminar flow possible on an axisymmetric body at a given Reynolds number. It was found that to keep the laminar boundary layer stable for extended lengths, it is important to have a small nose radius. However, nose shapes with extremely small nose radii produce large pressure peaks at off-design angles of attack and can produce vortices which would adversely affect transition.

Dodbele, Simha S.↗

NASA NTRS1992

High speed research system study. Advanced flight deck configuration effects

In mid-1991 NASA contracted with industry to study the high-speed civil transport (HSCT) flight deck challenges and assess the benefits, prior to initiating their High Speed Research Program (HSRP) Phase 2 efforts, then scheduled for FY-93. The results of this nine-month effort are presented, and a number of the most significant findings for the specified advanced concepts are highlighted: (1) a no nose-droop configuration; (2) a far forward cockpit location; and (3) advanced crew monitoring and control of complex systems. The results indicate that the no nose-droop configuration is critically dependent upon the design and development of a safe, reliable, and certifiable Synthetic Vision System (SVS). The droop-nose configuration would cause significant weight, performance, and cost penalties. The far forward cockpit location, with the conventional side-by-side seating provides little economic advantage; however, a configuration with a tandem seating arrangement provides a substantial increase in either additional payload (i.e., passengers) or potential downsizing of the vehicle with resulting increases in performance efficiencies and associated reductions in emissions. Without a droop nose, forward external visibility is negated and takeoff/landing guidance and control must rely on the use of the SVS. The technologies enabling such capabilities, which de facto provides for Category 3 all-weather operations on every flight independent of weather, represent a dramatic benefits multiplier in a 2005 global ATM network: both in terms of enhanced economic viability and environmental acceptability.

Swink, Jay R.↗

NASA NTRS1954

Theoretical and experimental investigation of additive drag

The significance of additive drag is discussed and equations for determining its approximate value are derived for annular and open-nose inlets. Charts are presented giving values of additive drag coefficient over a range of free-stream Mach numbers for open and for annular-nose inlets with conical flow at the inlet. The effects on additive drag of variable inlet-total-pressure recovery and static pressures on the centerbody are investigated and an analytical method of predicting the variation of pressure on the centerbody with mass-flow ratio is given. Experimental additive-drag values are presented for a series of 20 degree and 25 degree cone half-angle inlets and one open-nose inlet operating at free-stream Mach numbers of 1.8 and 1.6. A comparison with the theoretical values of additive drag shows excellent agreement for the open-nose inlet and moderately good agreement for the annular inlets. (author)

Sibulkin, Merwin↗

NASA NTRS1957

Bodies of Revolution Having Minimum Drag at High Supersonic Airspeeds

Approximate shapes of nonlifting bodies having minimum pressure foredrag at high supersonic airspeeds are calculated. With the aid of Newton's law of resistance, the investigation is carried out for various combinations of the conditions of given body length, base diameter, surface area, and volume. In general, it is found that when body length is fixed, the body has a blunt nose; whereas, when the length is not fixed, the body has a sharp nose. The additional effect of curvature of the flow over the surface is investigated to determine its influence on the shapes for minimum drag. The effect is to increase the bluntness of the shapes in the region of the nose and the curvature in the region downstream of the nose. These shape modifications have, according to calculation, only a slight tendency to reduce drag. Several bodies of revolution of fineness ratios 3 and 5, including the calculated shapes of minimum drag for given length and base diameter and for given base diameter and surface area, were tested at Mach numbers from 2.73 to 6.28. A comparison of theoretical and experimental foredrag coefficients indicates that the calculated minimum-drag bodies are reasonable approximations to the correct shape.

Eggers, A J , Jr↗

NASA NTRS1993

Physics of forebody flow control

Performance in the high angle of attack regime is required by many different types of aircraft. Military aircraft, such as fighters, utilize flight in this regime to improve maneuverability. Civilian aircraft, such as supersonic or hypersonic transports, will also need to operate in this regime during take off and landing, due to their small highly swept wings. Flight at high angles of attack is problematic due to the vortices being created on the nose of the aircraft. The vortices tend to become asymmetric and produce side forces. At the same time, the rudders are less effective because they are becoming immersed in the flow separating from the wings and fuselage. Consequently, the side force produced by the vortices on the nose tend to destabilize the aircraft. This situation may be corrected through the use of a forebody flow control system such as tangential slot blowing. In this concept, a jet is blown from the nose in an effort to alter the flow field around the nose and diminish the destabilizing side force. Alternately, the jet may be used to create a side force which could be used to augment the rudders. This would allow the size of the rudders to be decreased which would, in turn, diminish the cruise drag. Therefore, the use of a tangential slot blowing system has the potential for improving both the maneuver performance and the cruise performance of an aircraft. The present study was conducted to explore the physics of forebody flow control. The study consisted of two major thrusts: (1) exploration of forebody flow control with tangential slot blowing; (2) investigation of flow and field response to a general perturbation.

Font, Gabriel I.↗