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At least 73 records · Page 4

All sources NASA NTRS DOE OSTI

NASA NTRS1957

Preliminary investigation of the altitude performance of pentaborane and a pentaborane : JP-4 blend in an experimental 9.5-inch-diameter tubular combustor

A preliminary investigation was conducted to determine the altitude performance of pentaborane and a blend fuel of 64.2 percent pentaborane in JP-4 fuel in a tubular combustor of a current production type turbojet engine. A combustor was developed that was 4 inches shorter than standard. It contained a porous wire-cloth liner barrel and dome and an air-atomizing fuel nozzle. Deposits on the liner barrel and dome were virtually nonexistent. The combustion efficiency of 90 to 94 percent for pentaborane and approximately 90 percent for the blend. Outlet temperature profiles were marginal; however, the developed combustor provided lower pressure losses than obtained in conventional combustors.

COMBUSTION - TURBINE ENGINES↗

NASA NTRS1943

A method of estimating the knock rating of hydrocarbon fuel blend

The usefulness of the knock ratings of pure hydrocarbon compounds would be increased if some reliable method of calculating the knock ratings of fuel blends was known. The purpose of this study was to investigate the possibility of developing a method of predicting the knock ratings of fuel blends.

Sanders, Newell D↗

NASA NTRS1945

The Effect of Compression Ratio on Knock Limits of High-Performance Fuels in a CFR Engine II : Blends of 2,2,3-Trimethylpentane with 28-R

The knock-limited performance of blends of 0,50; and 100 percent by volume of 2,2,3-trimethylpentane in 28-R fuel determined with a modified F-4 engine at three sets of conditions varying from severe to mild at each of three compression ratios (6.0, 8.0, and 10.0). A comparison of the knock-limited performance of 2,2,3-trimethylpentane with that of triptane (2,2,3-trimethylbutane) is included. The knock-Limited performance of 2,2,3-trimethylpontane was usually more sensitive to either compression ratio or inlet-air temperature than 28-R fuel, but the ratio of the knock-limited indicated mean effective pressure of a given blend containing 2,2,3-trimethypentane and 28-R to the indicated mean effective pressure of 28-R alone was not greatly affected by compression ratio if the engine operating conditions were mild. Although 2,2,3-trimethylpentane in general had a lower knock-limited performance than triptane, the characteristics of the two fuels were somewhat similar.

FUELS, ANTIKNOCK↗

NASA NTRS1943

A Method of Estimating the Knock Rating of Hydrocarbon Fuel Blends

Sanders, Newell D.↗

NASA NTRS1960

Investigation at Mach Numbers of 0.60 to 3.50 of Blended Wing-Body Combinations with Cambered and Twisted Wings with Diamond, Delta and Arrow Plan Forms

This investigation is a continuation of the experimental and theoretical evaluation of blended wing-body combinations. The basic diamond, delta, and arrow plan forms which had an aspect ratio of 2 with leading-edge sweeps of 45.00 deg., 59.04 deg., and 70.82 deg. and trailing edge of -45.00 deg., -18.43 deg., and 41.19 deg., respectively, are used herein as standards for evaluating the effects of camber and warp. The wing thickness distributions were computed by varying the section shape along with the body radii (blending process) to match the prescribed area distribution and wing plan form. The wing camber and warp were computed to try to obtain nearly elliptical spanwise and chordwise load distributions for each plan form and thus to obtain low drag due to lift for a range of Mach numbers for which the velocities normal to the wing leading edge are subsonic. Elliptical chordwise load distributions were not possible for the plan forms and design conditions selected, so these distributions were somewhat different for each plan form. The models were tested with transition fixed at Mach numbers from 0.60 to 3.50 and at Reynolds numbers, based on the mean aerodynamic chord of the wing, of roughly 4,000,000 to 9,000,000. At speeds where the velocities normal to the wing leading edges were supersonic, an increase in the experimental wave-drag coefficients due to camber and twist was evident, but this penalty decreased with increased sweep. Thus the minimum wave-drag coefficients for the cambered arrow model were almost identical with the zero-lift wave- drag coefficients for the uncambered arrow model at all test Mach numbers.

Holdaway, George H.↗

NASA NTRS1960

Evaluation of Blended Wing-Body Combinations with Curved Plan Forms at Mach Numbers Up to 3.50

This investigation is a continuation of the experimental and theoretical evaluation of the effects of wing plan-form variations on the aerodynamic performance characteristics of blended wing-body combinations. The present report compares previously tested straight-edged delta and arrow models which have leading-edge sweeps of 59.04 and 70-82 deg., respectively, with related models which have plan forms with curved leading and trailing edges designed to result in the same average sweeps in each case. All the models were symmetrical, without camber, and were generally similar having the same span, length, and aspect ratios. The wing sections had an average value of maximum thickness ratio of about 4 percent of the local wing chords in a streamwise direction. The wing sections were computed by varying their shapes along with the body radii (blending process) to match the selected area distribution and the given plan form. The models were tested with transition fixed at Reynolds numbers of roughly 4,000,000 to 9,000,000, based on the mean aerodynamic chord of the wing. The characteristic effect of the wing curvature of the delta and arrow models was an increase at subsonic and transonic speeds in the lift-curve slopes which was partially reflected in increased maximum lift-drag ratios. Curved edges were not evaluated on a diamond plan form because a preliminary investigation indicated that the curvature considered would increase the supersonic zero-lift wave drag. However, after the test program was completed, a suitable modification for the diamond plan form was discovered. The analysis presented in the appendix indicates that large reductions in the zero-lift wave drag would be obtained at supersonic Mach numbers if the leading- and trailing-edge sweeps are made to differ by indenting the trailing edge and extending the root of the leading edge.

Holdaway, George H.↗

NASA NTRS1998

Blended-Wing-Body Structural Technology Study

In most studies of stability of plates, the axial stress has been taken as uniform compression throughout flat rectangular plates. Buckling of isotropic plates under a compressive stress that varies linearly from one loaded edge to the other has been studied by Libove et al. Cases of practical interest exist, however, in which the axial stress is not uniform but varies from tension at both loaded edges to compression in the middle. An example is the stability of the crown of the hat stiffened panel, a candidate configuration of the upper and lower skin of the Blended Wing Body (BWB) Aircraft. The BWB Aircraft is an advanced long-range ultra-high-capacity airliner with the principal feature being the pressurized wide double-deck body which is blended into the wing. In the present research, analytical methods are used to investigate the local stability of the crown in order to minimize its weight while optimizing its buckling strength. The crown is modeled as a rectangular laminated composite plate subjected to a second degree parabolic variation of axial stresses in the longitudinal direction. A varying tension-compression- tension axial stresses are induced in the crown of the stiffeners due to bending. The change in axial stresses is equilibrated by nonuniform shear stresses along the plate edges and transverse normal stresses.

Ashraf Badir↗

NASA NTRS2002

Particle Size Effects on Flow Properties of PS304 Plasma Spray Feedstock Powder Blend

The effects of BaF2-CaF2 particle size and size distribution on PS304 feedstock powder flowability have been investigated. Angular BaF2-CaF2 eutectic powders were produced by comminution and classified by screening to obtain 38 to 45 microns 45 to 106 microns, 63 to 106 microns, 45 to 53 microns, 63 to 75 microns, and 90 to 106 microns particle size distributions. The fluorides were added incrementally from 0 to 10 wt% to the other powder constituents of the PS304 feedstock: nichrome, chromia, and silver powders. The flow rate of the powder blends decreased linearly with increasing concentration of the fluorides. Flow was degraded with decreasing BaF2-CaF2 particle size and with increasing BaF2-CaF2 particle size distribution. A semiempirical relationship is offered to describe the PS304 powder blend flow behavior. The Hausner Ratio confirmed the funnel flow test results, but was slightly less sensitive to differences in BaF2-CaF2 particle size and size distribution. These findings may have applicability to other powders that do not flow easily, such as ceramic powders.

Stanford, Malcolm K.↗

NASA NTRS1999

Inlet Noise Reduction by Shielding for the Blended-Wing-Body Airplane

Noise shielding benefits associated with an advanced unconventional subsonic transport concept, the Blended-Wing-Body, were studied using a 4- percent scale, 3-engine nacelle model. The study was conducted in the Anechoic Noise Research Facility at NASA Langley Research Center. A high- frequency, wideband point source was placed inside the nacelles of the center engine and one of the side engines in order to simulate broadband engine noise. The sound field of the model was measured with a rotating microphone array that was moved to various stations along the model axis and with a fixed array of microphones that was erected behind the model. Ten rotating microphones were traversed a total of 22 degrees in 2-degree increments. Seven fixed microphones covered an arc that extended from a point in the exhaust exit plane of the center engine (and directly below its centerline) to a point 30 degrees above the jet centerline. While no attempt was made to simulate the noise emission characteristics of an aircraft engine, the model source was intended to radiate sound in a frequency range encompassing 1, 2, and 3 times the blade passage of a typical full-scale engine. In this study, the Blended-Wing-Body model was found to provide significant shielding of inlet noise. In particular, noise radiated downward into the forward sector was reduced by 20 to 25 dB overall in the full-scale frequencies from 2000 to 4000 Hz, decreasing to 10 dB or less at the lower frequencies. Also, it was observed that noise associated with the exhaust radiates into the sector directly below the model downstream to reduce shielding efficiency.

Clark, Lorenzo R.↗

NASA NTRS1946

Knock-Limited Performance of Triptane and Xylidines Blended with 28-R Aviation Fuel at High Compression Ratios and Maximum-Economy Spark Setting

An investigation was conducted to evaluate the possibilities of utilizing the high-performance characteristics of triptane and xylidines blended with 28-R fuel in order to increase fuel economy by the use of high compression ratios and maximum-economy spark setting. Full-scale single-cylinder knock tests were run with 20 deg B.T.C. and maximum-economy spark settings at compression ratios of 6.9, 8.0, and 10.0, and with two inlet-air temperatures. The fuels tested consisted of triptane, four triptane and one xylidines blend with 28-R, and 28-R fuel alone. Indicated specific fuel consumption at lean mixtures was decreased approximately 17 percent at a compression ratio of 10.0 and maximum-economy spark setting, as compared to that obtained with a compression ratio of 6.9 and normal spark setting. When compression ratio was increased from 6.9 to 10.0 at an inlet-air temperature of 150 F, normal spark setting, and a fuel-air ratio of 0.065, 55-percent triptane was required with 28-R fuel to maintain the knock-limited brake power level obtained with 28-R fuel at a compression ratio of 6.9. Brake specific fuel consumption was decreased 17.5 percent at a compression ratio of 10.0 relative to that obtained at a compression ratio of 6.9. Approximately similar results were noted at an inlet-air temperature of 250 F. For concentrations up through at least 20 percent, triptane can be more efficiently used at normal than at maximum-economy spark setting to maintain a constant knock-limited power output over the range of compression ratios tested.

Held, Louis F.↗

NASA NTRS2009

Selective Clay Placement within a Silicate Clay-Epoxy Blend Nanocomposite and the Effect on Physical Properties

Many epoxy systems under consideration for composite pressure vessels are composed of toughened epoxy resins. In this work, epoxy blends containing both rigid aromatic and flexible aliphatic components were prepared, to model toughened systems, and determine the optimum route of silicate addition. Compositions were chosen such that both glassy and rubbery resins were obtained at room temperature. The physical properties of the nanocomposites varied with T(g) and silicate placement, however, nanocomposite T(g)s were observed which exceeded that of the base resin by greater than 10 C. The tensile strength of the glassy resin remained constant or decreased on the dispersion of clay while that of the rubbery material doubled. Selectively placing the clay in the aliphatic component of the rubbery blend resulted in a greater than 100% increase in material toughness.

Miller, Sandi G.↗

NASA NTRS2005

Blended Buffet-Load-Alleviation System for Fighter Airplane

The capability of modern fighter airplanes to sustain flight at high angles of attack and/or moderate angles of sideslip often results in immersion of part of such an airplane in unsteady, separated, vortical flow emanating from its forebody or wings. The flows from these surfaces become turbulent and separated during flight under these conditions. These flows contain significant levels of energy over a frequency band coincident with that of low-order structural vibration modes of wings, fins, and control surfaces. The unsteady pressures applied to these lifting surfaces as a result of the turbulent flows are commonly denoted buffet loads, and the resulting vibrations of the affected structures are known as buffeting. Prolonged exposure to buffet loads has resulted in fatigue of structures on several airplanes. Damage to airplanes caused by buffeting has led to redesigns of airplane structures and increased support costs for the United States Air Force and Navy as well as the armed forces of other countries. Time spent inspecting, repairing, and replacing structures adversely affects availability of aircraft for missions. A blend of rudder-control and piezoelectric- actuator engineering concepts was selected as a basis for the design of a vertical-tail buffet-load-alleviation system for the F/A-18 airplane. In this system, the rudder actuator is used to control the response of the first tail vibrational mode (bending at a frequency near 15 Hz), while directional patch piezoelectric actuators are used to control the second tail vibrational mode (tip torsion at a frequency near 45 Hz). This blend of two types of actuator utilizes the most effective features of each. An analytical model of the aeroservoelastic behavior of the airplane equipped with this system was validated by good agreement with measured results from a full-scale ground test, flight-test measurement of buffet response, and an in-flight commanded rudder frequency sweep. The overall performance of the system was found to be characterized by reductions, ranging from 70 to 30 percent, in vertical-tail buffeting under buffet loads ranging from moderate to severe. These reductions were accomplished with a maximum commanded rudder angle of +/-2deg at 15 Hz and about 10 lb (.4.5 kg) of piezoelectric actuators attached to the vertical tail skin and operating at a peak power level of 2 kW. By meeting the design objective, this system would extend the vertical-tail fatigue life beyond two aircraft lifetimes. This system is also adaptable to other aircraft surfaces and other aircraft

Moses, Robert W.↗

NASA NTRS2012

Heating and Efficiency Comparison of a Fischer-Tropsch (FT) Fuel, JP-8+100, and Blends in a Three-Cup Combustor Sector

In order to realize alternative fueling for military and commercial use, the industry has set forth guidelines that must be met by each fuel. These aviation fueling requirements are outlined in MIL-DTL-83133F(2008) or ASTM D 7566-Annex standards and are classified as drop-in fuel replacements. This paper provides combustor performance data for synthetic-paraffinic-kerosene- (SPK-) type (Fisher-Tropsch (FT)) fuel and blends with JP-8+100, relative to JP-8+100 as baseline fueling. Data were taken at various nominal inlet conditions: 75 psia (0.52 MPa) at 500 aF (533 K), 125 psia (0.86 MPa) at 625 aF (603 K), 175 psia (1.21 MPa) at 725 aF (658 K), and 225 psia (1.55 MPa) at 790 aF (694 K). Combustor performance analysis assessments were made for the change in flame temperatures, combustor efficiency, wall temperatures, and exhaust plane temperatures at 3%, 4%, and 5% combustor pressure drop (% P) for fuel:air ratios (F/A) ranging from 0.010 to 0.025. Significant general trends show lower liner temperatures and higher flame and combustor outlet temperatures with increases in FT fueling relative to JP-8+100 fueling. The latter affects both turbine efficiency and blade/vane life. In general, 100% SPK-FT fuel and blends with JP-8+100 produce less particulates and less smoke and have lower thermal impact on combustor hardware.

Thomas, Anna E.↗

NASA NTRS2009

Chemical Processing of Non-Crop Plants for Jet Fuel Blends Production

The use of Biofuels has been gaining in popularity over the past few years due to their ability to reduce the dependence on fossil fuels. Biofuels as a renewable energy source can be a viable option for sustaining long-term energy needs if they are managed efficiently. We describe our initial efforts to exploit algae, halophytes and other non-crop plants to produce synthetics for fuel blends that can potentially be used as fuels for aviation and non-aerospace applications. Our efforts have been dedicated to crafting efficient extraction and refining processes in order to extract constituents from the plant materials with the ultimate goal of determining the feasibility of producing biomass-based jet fuel from the refined extract. Two extraction methods have been developed based on communition processes, and liquid-solid extraction techniques. Refining procedures such as chlorophyll removal and transesterification of triglycerides have been performed. Gas chromatography in tandem with mass spectroscopy is currently being utilized in order to qualitatively determine the individual components of the refined extract. We also briefly discuss and compare alternative methods to extract fuel-blending agents from alternative biofuels sources.

Kulis, M. J.↗

NASA NTRS2017

Biofuel Blending Reduces Aircraft Engine Particle Emissions at Cruise Conditions

Aviation aerosol emissions have a disproportionately large climatic impact because they are emitted high in the relatively pristine upper troposphere where they can form linear contrails and influence cirrus clouds. Research aircraft from NASA, DLR, and NRC Canada made airborne measurements of gaseous and aerosol composition and contrail microphysical properties behind the NASA DC-8 aircraft at cruise altitudes. The DC-8 CFM-56-2C engines burned traditional medium-sulfur Jet A fuel as well as a low-sulfur Jet A fuel and a 50:50 biofuel blend. Substantial, two-to-three-fold emissions reductions are found for both particle number and mass emissions across the range of cruise thrust operating conditions. These observations provide direct and compelling evidence for the beneficial impacts of biojet fuel blending under real-world conditions.

Richard H Moore↗

NASA NTRSDate not supplied

Hydrogen Peroxide-Water-Ethanol-Monopropellant Blend for CubeSat Propulsion

Monopropellant propulsion that provides high performance and low hazards compared to state-of-art hydrazine are being investigated under NASA, DOD and commercially sponsored green propellant research and development programs. This NASAeffort looks at phosphate stabilized 50% hydrogen peroxide/water –ethanol blends to evaluate their stability and combustion behavior in submillimeter diameter microtube combustion apparatus for cubesat propulsion applications. Exploratory 7-day stabilitytests find no pressure rise in a sealed test tube environment at room temperature indicating at least short term stability of the mixture. Temperature rise during combustion testing in resistively heated nickel microtube apparatus shows that micro-combustion is achieved in the tube. Propellant density is approximately 1.2 g/cm3compared to 1.0 g/cm3for hydrazine. Theoretical specific impulse of the stoichiometric blend is 219 s at a chamber pressure of 20 psia and an area ratio of 30:1. Density-specific impulseof this blendis263 swhile hydrazine is only about 215-220 sin small reaction control system thrusters. This provides about 20-22% more density-specific impulse for the cubesat compared to hydrazine. The theoreticalcombustion temperature is2168°F, whichis thermally compatible with stainless steel materials of constructionand the nickel catalystused in the tests. Combustion test results are given for stoichiometric, as well as fuel-leanand fuel-richpropellant formulations. Thesetests focus on thermally and catalytically supported combustionin the microtube, whichrequires a microtube preheat temperature of about 900°F and sufficient residence time to achieve combustion that is stable and anchored in the tubewithout blowing through the tube unreacted. Thrust class is expected to be in the 10 mN range based on flow rate and estimated specific impulse.Power requirements are generally below 25 Wto heat the tube. Steady state combustion testing is typically conducted for 3 minutes and shows littledegradation of the hardware over multiple test cyclesindicating thatthere is little catalyst degradation over time and littlecatalyst deactivation due tothe phosphate stabilizer inthe hydrogen peroxide.

Monopropellant↗

NASA NTRSDate not supplied

Testing Specialized Fertigation Blends for Agronomic Biofortification for Spaceflight Applications

The current spaceflight diet is prepackaged and vitamins degrade over time. Plants grown in the Veggie and APH units on the ISS currently provide the astronauts with a hefty dose of vitamins and minerals, but some nutrients could be improved. Agronomic Biofortifcation of crops with fertilizers has been tested on Earth, with the successful addition of minerals and vitamin C to crops that have otherwise been deficient. We intend to test if we can replicate this in a controlled environment and expand it to nutrients that are not often present in abundance in plants. This will be done by adding fluid nutrient blends to the water supply of candidate crops for spaceflight applications. We hypothesize that fertilization of plants with nutrients that are of value to human health will have neutral to positive effect on plants, with desired nutrients present in greater abundance in treated plants than untreated plants. We intend to show this through germination percent and pace, yield of edible biomass, the growth rate, and overall development of the crop plant. For this experiment, radish microgreens were grown on mats in a controlled environment chamber in enriched CO2, with LED lighting similar to what is found in the ISS Veggie hardware. Watering was conducted once at planting with a specialized blend of ½ strength Hoagland’s hydroponic solution with additional vitamins. Preliminary results show no decrease in overall biomass production with plants grown using additional vitamin D, but additional nutrients will be tested. Future direction will be to perform nutritional analysis of plants. Test that resulting produce will be suitable for human consumption, including meeting or exceeding food safety guidelines and palatability.

Christina M Johnson↗

NASA NTRSDate not supplied

Testing Specialized Fertigation Blends for Agronomic Biofortification for Spaceflight Applications

microgreens↗