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At least 721 records · Page 40
All sourcesNASA NTRSDOE OSTI
NASA NTRS2002

Great (Flame) Balls of Fire! Structure of Flame Balls at Low Lewis-number-2 (SOFBALL-2)

Everyone knows that an automobile engine wastes fuel and energy when it runs with a fuel-rich mixture. 'Lean' burning, mixing in more air and less fuel, is better for the environment. But lean mixtures also lead to engine misfiring and rough operation. No one knows the ultimate limits for lean operation, for 'weak' combustion that is friendly to the environment while still moving us around. This is where the accidental verification of a decades-old prediction may have strong implications for designing and running low-emissions engines in the 21st century. In 1944, Soviet physicist Yakov Zeldovich predicted that stationary, spherical flames are possible under limited conditions in lean fuel-air mixtures. Dr. Paul Ronney of the University of Southern California accidentally discovered such 'flame balls' in experiments with lean hydrogen-air mixtures in 1984 during drop-tower experiments that provided just 2.2 seconds of near weightlessness. Experiments aboard NASA's low-g aircraft confirmed the results, but a thorough investigation was hampered by the aircraft's bumpy ride. And stable flame balls can only exist in microgravity. The potential for investigating combustion at the limits of flammability, and the implications for spacecraft fire safety, led to the Structure of Flame Balls at Low Lewis-number (SOFBALL) experiment flown twice aboard the Space Shuttle on the Microgravity Sciences Laboratory-1 (MSL-1) in 1997. Success there led to the planned reflight on STS-107. Flame balls are the weakest fires yet produced in space or on Earth. Typically each flame ball produced only 1 watt of thermal power. By comparison, a birthday candle produces 50 watts. The Lewis-number measures the rate of diffusion of fuel into the flame ball relative to the rate of diffusion of heat away from the flame ball. Lewis-number mixtures conduct heat poorly. Hydrogen and methane are the only fuels that provide low enough Lewis-numbers to produce stable flame balls, and even then only for very weak, barely flammable mixtures. Nevertheless, under these conditions flame balls give scientists the opportunity to test models in one of the simplest combustion experiments possible. SOFBALL-2 science objectives include: Improving our understanding of the flame ball phenomenon; Determining the conditions under which flame balls exist; Testing predictions of flame ball lifetimes; Acquiring more precise data for critical model comparison.

Ronney, Paul↗
NASA NTRS1954

Flight Measurements of Average Skin-Friction Coefficients on a Parabolic Body of Revolution (NACA RM-10) at Mach Numbers from 1.0 to 3.7

Measurement of average skin-friction coefficients have been made on six rocket-powered free-flight models by using the boundary-layer rake technique. The model configuration was the NACA RM-10, a 12.2-fineness-ratio parabolic body of revolution with a flat base. Measurements were made over a Mach number range from 1 to 3.7, a Reynolds number range 40 x 10(exp 6) to 170 x 10(exp 6) based on length to the measurement station, and with aerodynamic heating conditions varying from strong skin heating to strong skin cooling. The measurements show the same trends over the test ranges as Van Driest's theory for turbulent boundary layer on a flat plate. The measured values are approximately 7 percent higher than the values of the flat-plate theory. A comparison which takes into account the differences in Reynolds number is made between the present results and skin-friction measurements obtained on NACA RM-10 scale models in the Langley 4- by 4-foot supersonic pressure tunnel, the Lewis 8- by 6-foot supersonic tunnel, and the Langley 9-inch supersonic tunnel. Good agreement is shown at all but the lowest tunnel Reynolds number conditions. A simple empirical equation is developed which represents the measurements over the range of the tests.

Loposer, J. Dan↗
NASA NTRS1961

The Effect on Thrust Minus Base Drag of Exchanging Base Area for Nozzle Expansion in Supersonic Nozzles at Transonic Mach Numbers

A wind-tunnel investigation to determine the effect on thrust minus base drag of exchanging base area for nozzle overexpansion on a cylindrical afterbody with a single supersonic nozzle has been conducted a t Mach numbers from 0.9 t o 1.4. The throat-to-base diameter ratio has been varied from 0.320 to 0.550; the jet-to-base diameter ratio has been varied from 0.320 to 1, resulting in a jet Mach number variation of 1.0 to 3.897. The jet total-pressure ratio ranged from 2 to approximately 22. The results indicated that a proper balance between nozzle over-expansion and base area exists, which will produce the maximum afterbody net-thrust factor over a given operating range. For a given Mach number and throat-to-base diameter ratio, the optimum values of jet-to-base diameter ratio corresponding to the peak values of the net-thrust factor are, in general, larger than the values at the jet design pressure ratio and tend to increase with increasing j e t total-pressure ratio in a manner similar to the design values. Also, for given values of throat-to-base diameter ratio and jet total-pressure ratio, the optimum value of jet-to-base diameter ratio changed as the free-stream Mach number was varied from transonic to low supersonic speeds. The magnitude of the changes varied with jet total-pressure ratio and throat-to-base diameter ratio.

Slocumb, Travis H.↗
NASA NTRS1961

Loads Induced on a Flat-Plate Wing by an Air Jet Exhausting Perpendicularly through the Wing and Normal to a Free-Stream Flow of Mach Number 2.0

Measurements were made of loads induced on a flat-plate wing by an air jet exhausting perpendicularly through the wing and normal to the free-stream flow.The investigation was conducted at a free-stream Mach number of 2.0 and a Reynolds number per foot of 14.4 x 10(exp 6). An axially symmetric sonic nozzle and two supersonic nozzles were employed for the jets. The supersonic nozzles consisted of an axially symmetric nozzle with exit Mach number of 3.44 and a two-dimensional nozzle with exit Mach number of 1.76. The ratio of nozzle total pressure to free-stream static pressure was varied from 20 to 110. Negative loads were induced on the flat-plate wing by all the jets. As the nozzle pressure ratio was increased the magnitude of interference loads due to jet thrust decreased. The chordwise center-of-pressure location generally moved toward the nozzle center line as the pressure ratio was increased.

Janos, Joseph J.↗
NASA NTRS1961

Investigation of Net-Thrust and Base-Pressure Characteristics of Cylindrical Afterbodies with Clustered Supersonic Nozzles at Transonic Mach Numbers

A wind-tunnel investigation has been conducted at Mach numbers from 0.9 to 1.4 to determine the net-thrust and base-pressure characteristics of cylindrical afterbodies having clustered supersonic nozzles. The design Mach numbers of the nozzles were 2.0 and 2.5 and the number of clustered nozzles ranged from two to six. The nozzles had throat-to- base diameter ratios of 0.155, 0.225, 0.278, and 0.320. Some models were tested with various configurations of extended, shrouded, flush, and canted nozzles. The nozzles discharged unheated air from the base at ratios of jet total pressure to free-stream static pressure ranging from 1 to approximately 20. The results of this investigation showed that both the ratio of total exit area to base area and the number of jets affect the net-thrust factor to a significant degree for the extended-nozzle configurations. Good net-thrust factors were obtained with all the model configurations near the design jet total-pressure ratio; however, the extended-nozzle configuration had the highest net-thrust factor over the test jet total- pressure-ratio range. Canting the twin nozzles outward resulted in a favorable thrust factor over a limited jet total-pressure-ratio range, and surrounding the nozzles with a single shroud reduced thrust factors for the range of jet total-pressure ratio of this investigation.

Andrews, Earl H., Jr.↗
NASA NTRS2004

Turbomachinery for Low-to-High Mach Number Flight

The thrust capability of turbojet cycles is reduced at high flight Mach number (3+) by the increase in inlet stagnation temperature. The 'hot section' temperature limit imposed by materials technology sets the maximum heat addition and, hence, sets the maximum flight Mach number of the operating envelope. Compressor pre-cooling, either via a heat exchanger or mass-injection, has been suggested as a means to reduce compressor inlet temperature and increase mass flow capability, thereby increasing thrust. To date, however, no research has looked at compressor cooling (i.e., using a compressor both to perform work on the gas path air and extract heat from it simultaneously). We wish to assess the feasibility of this novel concept for use in low-to-high Mach number flight. The results to-date show that an axial compressor with cooling: (1) relieves choking in rear stages (hence opening up operability), (2) yields higher-pressure ratio and (3) yields higher efficiency for a given corrected speed and mass flow. The performance benefit is driven: (i) at the blade passage level, by a decrease in the total pressure reduction coefficient and an increase in the flow turning; and (ii) by the reduction in temperature that results in less work required for a given pressure ratio. The latter is a thermodynamic effect. As an example, calculations were performed for an eight-stage compressor with an adiabatic design pressure ratio of 5. By defining non-dimensional cooling as the percentage of compressor inlet stagnation enthalpy removed by a heat sink, the model shows that a non-dimensional cooling of percent in each blade row of the first two stages can increase the compressor pressure ratio by as much as 10-20 percent. Maximum corrected mass flow at a given corrected speed may increase by as much as 5 percent. In addition, efficiency may increase by as much as 5 points. A framework for characterizing and generating the performance map for a cooled compressor has been developed. The approach is based upon CFD computations and mean line analysis. Figures of merit that characterize the bulk performance of blade passage flows with and without cooling are extracted from CFD solutions. Such performance characterization is then applied to a preliminary compressor design framework (mean line). The generic nature of this approach makes it suitable for assessing the effect of different types of compressor cooling schemes, such as heat exchange or evaporative cooling (mass injection). Future work will focus on answering system level questions regarding the feasibility of compressor cooling. Specifically, we wish to determine the operational parametric space in which compressor cooling would be advantageous over other high flight Mach number propulsion concepts. In addition, we will explore the design requirements of cooled compressor turbomachinery, as well as the flow phenomena that limit and control its operation, and the technology barriers that must be crossed for its implementation.

Tan, Choon S.↗
NASA NTRS1998

Prediction of Very High Reynolds Number Compressible Skin Friction

Flat plate skin friction calculations over a range of Mach numbers from 0.4 to 3.5 at Reynolds numbers from 16 million to 492 million using a Navier Stokes method with advanced turbulence modeling are compared with incompressible skin friction coefficient correlations. The semi-empirical correlation theories of van Driest; Cope; Winkler and Cha; and Sommer and Short T' are used to transform the predicted skin friction coefficients of solutions using two algebraic Reynolds stress turbulence models in the Navier-Stokes method PAB3D. In general, the predicted skin friction coefficients scaled well with each reference temperature theory though, overall the theory by Sommer and Short appeared to best collapse the predicted coefficients. At the lower Reynolds number 3 to 30 million, both the Girimaji and Shih, Zhu and Lumley turbulence models predicted skin-friction coefficients within 2% of the semi-empirical correlation skin friction coefficients. At the higher Reynolds numbers of 100 to 500 million, the turbulence models by Shih, Zhu and Lumley and Girimaji predicted coefficients that were 6% less and 10% greater, respectively, than the semi-empirical coefficients.

Carlson, John R.↗
NASA NTRS1954

Effect on Drag of Longitudinal Positioning of Half-Submerged and Pylon-Mounted Douglas Aircraft Stores on a Fuselage with and without Cavities between Mach Numbers 0.9 and 1.8

The effect on drag of positioning symmetrically mounted Douglas Aircraft Company, Inc. stores in pairs on a parabolic fuselage of fineness ratio 10.0 has been determined by flight tests of rocket-propelled, zero-lift models through a range of Mach number from 0.9 to 1.8. The stores were mounted in half-submerged positions and on pylons and were tested in three longitudinal locations on the fuselage with the forward position being located at the maximum diameter of the fuselage. The effects on drag of removing the half-submerged stores or extending them outward on pylons also was investigated by tests of models with half-submerged-store cavities on the fuselage. Two pylons differing in airfoil section and thickness were tested at the forward position of the stores on the fuselage with cavities. The half-submerged stores gave the smallest drag increments, which were approximately equal regardless of their respective longitudinal locations. Removing the half-submerged stores to expose the cavities increased the drag increments from two to three times. For the pylon-mounted stores, the store in the midposition had less drag than in the forward or rear positions at supersonic speeds. Adding the half-submerged-store cavities to the pylon-mounted-store configurations reduced the drag at the rear position between Mach numbers 0.95 and 1.50 and increased the drag at the midposition throughout the speed range. Changing from the 6-percent-thick flat pylon to the 10-percent-thick airfoil pylon increased the total drag slightly above Mach number 1.10. Good agreement was obtain& between the experimental and theoretical interference drag coefficients for the pylon-mounted stores (without fuselage cavities} in the three longitudinal locations tested at Mach numbers 1.2 and 1.5.

Hoffman, Sherwood↗
NASA NTRS1948

Measurements in Flight of the Longitudinal-Stability Characteristics of a Republic YF-84A Airplane (Army Serial No. 45-59488) at High Subsonic Mach Numbers

A brief investigation was made of the longitudinal-stability characteristics of a YF-84A airplane (Army Serial No. 45-79488). The airplane developed a pitching-up tendency at approximately 0.80 Mach number which necessitated large push forces and down-elevator deflections for further increases in speed. In steady turns at 35,000 feet with the center of gravity at 28.3 percent mean aerodynamic chord for normal accelerations up to the maximum test value, the control-force gradients were excessive at Mach numbers over 0.78. Airplane buffeting did not present a serious problem in accelerated or unaccelerated flight at 15,000 and 35,000 feet up to the maximum test Mach number of 0.84. It is believed that excessive control force would be the limiting factor in attaining speeds in excess of 0.84 Mach number, especially at altitudes below 35,000 feet.

Turner, Howard L.↗
NASA NTRS1955

Over-All Performance of J65-B3 Turbojet Engine for Reynolds Number Indices from 0.8 to 0.2

The steady-state over-all performance characteristics of the J65-B3 turbojet engine were determined in an altitude test chamber for four exhaust-nozzle areas at Reynolds number indices of 0.8, 0.4, and 0.2. This range of Reynolds number indices corresponds to a range of altitudes from about sea level to 51,500 feet at a flight Mach number of 0.8. Generalized data are presented to allow calculation of engine performance at any flight condition corresponding to a Reynolds number index within the range investigated. Engine performance calculated from these generalized data is presented for seven altitudes over a range of flight speeds from zero to about 1100 knots. The use of an exhaust nozzle sized to give rated perforce at sea level would permit operation near the point of minimum specific fuel consumption for a wide range of flight conditions and engine speeds.

Fenn, David B.↗
NASA NTRS1956

The Aerodynamic Characteristics in Pitch of a 1/15-Scale Model of the Grumman F11F-1 Airplane at Mach Numbers of 1.41, 1.61, and 2.01, TED No. NACA DE 390

Tests have been made in the Langley 4- by 4-foot supersonic pressure tunnel at Mach numbers of 1.41, 1.61, and 2.01 to determine the static longitudinal stability and control characteristics of various arrangements of the Grumman F11F-1 airplane. Tests were made of the complete model and various combinations of its component parts and, in addition, the effects of various body modifications, a revised vertical tail, and wing fences on the longitudinal characteristics were determined. The results indicate that for a horizontal-tail incidence of -10 deg the trim lift coefficient varied from 0.29 at a Mach number of 1.61 to 0.23 at a Mach number of 2.01 with a corresponding decrease in lift-drag trim from 3.72 to 3.15. Stick-position instability was indicated in the low-supersonic-speed range. A photographic-type nose modification resulted in slightly higher values of minimum drag coefficient but did not significantly affect the static stability or lift-curve slope. The minimum drag coefficient for the complete model with the production nose remained essentially constant at 0.047 throughout the Mach number range investigated.

Driver, Cornelius↗
NASA NTRS1952

Wind-Tunnel Investigation of the Static Longitudinal Stability Characteristics of a 0.15-Scale Model of the Hermes A-1E2 Missile at High Subsonic Mach Numbers

The static longitudinal stability characteristics of a 0.15-scale model of the Hermes A-lE2 missile have been determined in the Langley high-speed 7- by 10-foot tunnel over a Mach number range of 0.50 to 0.98, corresponding to Reynolds numbers, based on body length, of 12.3 x 10(exp 6) to 17.1 x 10(exp 6). This paper presents results obtained with body alone and body-fins combinations at 0 degrees (one set of fins vertical and the other set horizontal) and 45 degree angle of roll. The results indicate that the addition of the fins to the body insures static longitudinal stability and provides essentially linear variations of the lift and pitching moment at small angles of attack throughout the Mach number range. The slopes of the lift and pitching-moment curves vary slightly with Mach number and show only small effects due to the angle of roll.

Alford, William J., Jr.↗
NASA NTRS2007

Effects of Lewis Number on Temperatures of Spherical Diffusion Flames

Spherical diffusion flames supported on a porous sphere were studied numerically and experimentally. Experiments were performed in 2.2 s and 5.2 s microgravity facilities. Numerical results were obtained from a Chemkin-based program. The program simulates flow from a porous sphere into a quiescent environment, yields both steady-state and transient results, and accounts for optically thick gas-phase radiation. The low flow velocities and long residence times in these diffusion flames lead to enhanced radiative and diffusive effects. Despite similar adiabatic flame temperatures, the measured and predicted temperatures varied by as much as 700 K. The temperature reduction correlates with flame size but characteristic flow times and, importantly, Lewis number also influence temperature. The numerical results show that the ambient gas Lewis number would have a strong effect on flame temperature if the flames were steady and nonradiating. For example, a 10% decrease in Lewis number would increase the steady-state flame temperature by 200 K. However, for these transient, radiating flames the effect of Lewis number is small. Transient predictions of flame sizes are larger than those observed in microgravity experiments. Close agreement could not be obtained without either increasing the model s thermal and mass diffusion properties by 30% or reducing mass flow rate by 25%.

Santa, K. J.↗
NASA NTRS1970

High Altitude Flight Test of a 40-Foot Diameter (12.2 meter) Ringsail Parachute at Deployment Mach Number of 2.95

A 40-foot-nominal-diameter (12.2-meter) modified ringsail parachute was flight tested as part of the NASA Supersonic High Altitude Parachute Experiment (SHAPE) program. The 41-pound (18.6-kg) test parachute system was deployed from a 239.5-pound (108.6-kg) instrumented payload by means of a deployment mortar when the payload was at an altitude of 171,400 feet (52.3 km), a Mach number of 2.95, and a free-stream dynamic pressure of 9.2 lb/sq ft (440 N/m(exp 2)). The parachute deployed properly, suspension line stretch occurring 0.54 second after mortar firing with a resulting snatch-force loading of 932 pounds (4146 newtons). The maximum loading due to parachute opening was 5162 pounds (22 962 newtons) at 1.29 seconds after mortar firing. The first near full inflation of the canopy at 1.25 seconds after mortar firing was followed immediately by a partial collapse and subsequent oscillations of frontal area until the system had decelerated to a Mach number of about 1.5. The parachute then attained a shape that provided full drag area. During the supersonic part of the test, the average axial-force coefficient varied from a minimum of about 0.24 at a Mach number of 2.7 to a maximum of 0.54 at a Mach number of 1.1. During descent under subsonic conditions, the average effective drag coefficient was 0.62 and parachute-payload oscillation angles averaged about &loo with excursions to +/-20 degrees. The recovered parachute was found to have slight damage in the vent area caused by the attached deployment bag and mortar lid.

TESTS↗
NASA NTRS1971

High Altitude Flight Test of a Reefed 12.2 Meter Diameter Disk-Gap-Band Parachute with Deployment at Mach Number of 2.58

A reefed 12.2-meter nominal-diameter (40-ft) disk-gap-band parachute was flight tested as part of the NASA Supersonic High Altitude Parachute Experiment (SHAPE) program. A three-stage rocket was used to drive the instrumented payload to an altitude of 43.6 km (143,000 ft), a Mach number of 2.58, and a dynamic pressure of 972 N/m(exp 2) (20.3 lb/ft(exp 2)) where the parachute was deployed by means of a mortar. The parachute deployed satisfactorily and reached a partially inflated condition characterized by irregular variations in parachute projected area. A full, stable reefed inflation was achieved when the system had decelerated to a Mach number of about 1.5. The steady, reefed projected area was 49 percent of the steady, unreefed area and the average drag coefficient was 0.30. Disreefing occurred at a Mach number of 0.99 and a dynamic pressure of 81 N/m(exp 2) (1.7 lb/ft(exp 2)). The parachute maintained a steady inflated shape for the remainder of the deceleration portion of the flight and throughout descent. During descent, the average effective drag coefficient was 0.57. There was little, if any, coning motion, and the amplitude of planar oscillations was generally less than 10 degrees. The film also shows a wind tunnel test of a 1.7-meter-diameter parachute inflating at Mach number 2.0.

EXPERIMENTS↗
NASA NTRS2008

Mixing of Multiple Jets with a Confined Subsonic Crossflow: Part III--The Effects of Air Preheat and Number of Orifices on Flow and Emissions in an RQL Mixing Section

This study was motivated by a goal to understand the mixing and emissions in the Rich-burn/Quick-mix/Lean-burn (RQL) combustor scheme that has been proposed to minimize the formation of oxides of nitrogen (NOx) in gas turbine combustors. The study reported herein was a reacting jet-in-crossflow experiment at atmospheric pressure. The jets were injected from the perimeter of a cylindrical duct through round-hole orifices into a fuel-rich mainstream flow. The number of orifices investigated in this study gave over- to optimum to underpenetrating jets at a jet-to-mainstream momentum-flux ratio of J = 57. The size of individual orifices was decreased as the number of orifices increased to maintain a constant total area; the jet-to-mainstream mass-flow ratio was constant at MR = 2.5. The experiments focused on the effects of the number of orifices and inlet air preheat and were conducted in a facility that provided the capability for independent variation of jet and main inlet air preheat temperature. The number of orifices was found to have a significant effect on mixing and the distributions of species, but very little effect on overall NOx emissions, suggesting that an aerodynamically optimum mixer might not minimize NOx emissions. Air preheat was found to have very little effect on mixing and the distributions of major species, but preheating both main and jet air did increase NOx emissions significantly. Although the air jets injected in the quick-mix section of an RQL combustor may comprise over 70 percent of the total air flow, the overall NOx emission levels were found to be more sensitive to main stream air preheat than to jet stream air preheat.

Holdemann, James D.↗
NASA NTRS1956

Static Longitudinal Stability Characteristics of a Series of 90-Millimeter Artillery Shells at Mach Numbers of 0.8, 0.9, 1.0, and 1.2

Wind-tunnel tests have been made to determine the static longitudinal stability of several models of a short-range artillery shell at Mach numbers of 0.8, 0.9, 1.0, and 1.2. The results of the tests indicated that the best of the spool-shaped shells was statically stable in pitch at all test Mach numbers for an angle-of-attack range up to about 10 degrees. The best of the finned shells was stable to a maximum angle of attack of about 6 degrees. The addition of a probe to the nose of the finned shells resulted in increased static longitudinal stability at the highest Mach numbers tested and in a large decrease in the axial-force coefficients at all Mach numbers.

Spooner, Stanley H.↗
NASA NTRS2009

Number Codes Readable by Magnetic-Field-Response Recorders

A method of encoding and reading numbers incorporates some of the features of conventional optical bar coding and radio-frequency identification (RFID) tagging, but overcomes some of the disadvantages of both: (1) Unlike in conventional optical bar coding, numbers can be read without having a line of sight to a tag; and (2) the tag circuitry is simpler than the circuitry used in conventional RFID. The method is based largely on the principles described in Magnetic-Field-Response Measurement-Acquisition System (LAR-16908), NASA Tech Briefs, Vol. 30, No. 6 (June 2006) page 28. To recapitulate: A noncontact system includes a monitoring unit that acquires measurements from sensors at distances of the order of several meters. Each sensor is a passive radio-frequency (RF) resonant circuit in the form of one or more inductor(s) and capacitor(s). The monitoring unit a handheld unit denoted a magnetic field response recorder (MFRR) generates an RF magnetic field that excites oscillations in the resonant circuits resulting in the sensors responding with their own radiated magnetic field. The resonance frequency of each sensor is made to differ significantly from that of the other sensors to facilitate distinction among the responses of different sensors. The MFRR measures selected aspects of the sensor responses: in a typical application, the sensors are designed so that their resonance frequencies vary somewhat with the sensed physical quantities and, accordingly, the MFRR measures the resonance frequencies and variations thereof as indications of those quantities. In the present method, the resonance circuits are not used as sensors. Instead, the circuits are made to resonate at fixed frequencies that correspond to digits to be encoded. The number-encoding scheme is best explained by means of examples in which each resonant circuit consists of a spiral trace inductor electrically connected to a set of parallel-connected capacitors in the form of interdigitated electrode pairs (see figure). The inductor and capacitor(s) in each resonant circuit can be fabricated as a patterned thin metal film by means of established metal-deposition and -patterning techniques. The capacitance and, hence, the resonance frequency, depends on the number of interdigitated electrodes connected to the inductor. In a similar manner, sets of electrodes could be used.

Woodard, Stanley E.↗