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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 811 records · Page 45
All sourcesNASA NTRSDOE OSTI
NASA NTRS1979

Measurements and predictions of flyover and static noise of an afterburning turbofan engine in an F-111 airplane

The noise of the TF30 afterburning turbofan engine in an F-111 airplane was determined from static (ground) and flyover tests. Exhaust temperatures and velocity profiles were measured for a range of power settings. Comparisons were made between predicted and measured jet mixing, internal, and shock noise. It was found that the noise produced at static conditions was dominated by jet mixing noise, and was adequately predicted by current methods. The noise produced during flyovers exhibited large contributions from internally generated noise in the forward arc. For flyovers with the engine at nonafterburning power, the internal noise, shock noise, and jet mixing noise were accurately predicted. During flyovers with afterburning power settings, however, additional internal noise believed to be due to the afterburning process was evident; its level was as much as 8 decibels above the nonafterburning internal noise.

Burcham, F. W., Jr.↗
NASA NTRS1979

Performance characteristics of a wedge nozzle installed on an F-18 propulsion wind tunnel model

The results of two-dimensional wedge non-axisymmetric nozzle (2D-AIN) tests to determine its performance relative to the baseline axisymmetric nozzle using an F-18 jet effects wind tunnel model are presented. Configurations and test conditions simulated forward thrust-minus drag, thrust vectoring/induced lift, and thrust reversing flight conditions from Mach .6 to 1.20 and attack angles up to 10 degrees. Results of the model test program indicate that non-axisymmetric nozzles can be installed on a twin engine fighter aircraft model with equivalent thrust minus drag performance as the baseline axisymmetric nozzles. Thrust vectoring capability of the non-axisymmetric nozzles provided significant jet-induced lift on the nozzle/aftbody and horizontal tail surfaces. Thrust reversing panels deployed from the 2D-AIN centerbody wedge were very effective for static and inflight operation

Petit, J. E.↗
NASA NTRS1980

Storm hazards '79: F-106B operations summary

Preliminary flight tests with a F-106B aircraft were made on the periphery of isolated thunder cells using weather radar support. In addition to storm hazards correlation research, a direct-strike lightning measurement experiment and an atmospheric chemistry experiment were conducted. Two flights were made to close proximity to lightning generating cumulonimbus clouds; however, no direct lightning strikes were experienced. Although no discernible lightning transients were recorded, many operational techniques were identified and established.

Fisher, B. D.↗
NASA NTRS1980

Investigation of axisymmetric and nonaxisymmetric nozzles installed on a 0.10 scale F-18 prototype airplane model

The Langley 16 foot transonic tunnel was used to investigate the afterbody/nozzle longitudinal aerodynamic characteristics of three different two dimensional nozzles and a base-line axisymmetric nozzle installed on a 0.10 scale model of the F-18 airplane. The effects of thrust vectoring and in-flight thrust reversing were also studied. Horizontal-tail deflections of 0 deg, -2 deg, and -5 deg were tested. Test data were obtained at static conditions and at Mach numbers from 0.60 to 1.20 over an angle-of-attack range from -2 deg to 10 deg. Nozzle pressure ratio was varied from jet off to about 10.

Capone, F. J.↗
NASA NTRS1979

F + H2 collisions on two electronic potential energy surfaces - Quantum-mechanical study of the collinear reaction

Collinear quantum calculations are carried out for reactive F + H2 collisions on two electronic potential energy surfaces. The resulting transmission and reflection probabilities exhibit much greater variation with energy than single-surface studies would lead us to anticipate. Transmission to low-lying product channels is increased by orders of magnitude by the presence of the second surface; however, branching ratios among product states are found to be independent of the initial electronic state of the reactants. These apparently contradictory aspects of the calculation are discussed and a tentative explanation put forward to resolve them.

Zimmerman, I. H.↗
NASA NTRS1981

Subsonic/supersonic nonvectored aeropropulsive characteristics of nonaxisymmetric nozzles installed on an F-18 model

An experimental program on a model of the F-18 airplane has been conducted to determine the performance of nonaxisymmetric nozzles relative to the aircraft's baseline axisymmetric nozzle at Mach numbers from 0.60 to 2.20. The performance of a two-dimensional convergent-divergent nozzle, a single expansion ramp nozzle (ADEN) and a wedge nozzle were compared to the baseline axisymmetric nozzles. The nonaxisymmetric nozzles (except ADEN) were designed for vectoring and reversing. The axisymmetric nozzle did not have these capabilities. The comparisons presented here are for the nozzles in their full forward thrust mode and for the aircraft at zero angle of attack. The results demonstrate that nonaxisymmetric nozzles can be installed on a close-spaced twin engine fighter with equal or higher performance than the axisymmetric nozzle over the range of Mach numbers tested.

Capone, F. J.↗
NASA NTRS1982

Aeropropulsive characteristics of Mach numbers up to 2.2 of axisymmetric and nonaxisymmetric nozzles installed on an F-18 model

An investigation to determine the aeropropulsive characteristics of nonaxisymmetric nozzles on an F-18 jet effects model was conducted in the Langley 16-foot transonic tunnel and the AEDC 16-foot supersonic wind tunnel. The performance of a two dimensional convergent-divergent nozzle, a single expansion ramp nozzle, and a wedge nozzle was compared with that of the baseline axisymmetric nozzle. Test data were obtained at static conditions and at Mach numbers from 0.60 to 2.20 at an angle of attack of 0 deg. Nozzle pressure ratio was varied from jet-off to about 20.

Capone, F. J.↗
NASA NTRS1980

Rolling flow wind tunnel tests of F-18 aircraft

The lateral directional characteristics of an F-18 aircraft was investigated. Aerodynamic derivatives associated with pure roll rate, or the 'p' derivatives were obtained. The model is described and the procedures used to obtain and correct the data, and a graphical presentation of the results are presented. These results include graphs of the lateral directional static stability derivatives versus angle of attack, and the lateral directional force and moment coefficients versus nondimensional roll rate. Results are presented for several configurations including complete, complete without vertical tails, complete without horizontal tails, fuselage wing and fuselage alone. Each of these configuations was tested with and without wing leading edge extensions. The basic control surfaces were deflected and the results were investigated.

Lutze, F. H.↗
NASA NTRS1980

Curved flow wind tunnnel test of F-18 aircraft

The curved flow capability of a stability wind tunnel was used to investigate the lateral directional characteristics of an F-18 aircraft. The model is described and the procedures used to obtain and correct the data and a graphical presentation of the results are presented. The results include graphs of lateral directional derivatives versus sideslip or static plots, the lateral directional static stability derivatives versus angle of attack, and finally the lateral directional derivatives versus nondimensional yaw rate for different angles of attack and sideslip. Results are presented for several configurations including complete, complete without vertical tails, complete without horizontal tails, fuselage wing and fuselage alone. Each of these were tested with and without wing leading edge extensions.

Lutze, F. H.↗
NASA NTRS1981

Global empirical models of ionospheric electron temperature in the upper F-region and plasmasphere based on in situ measurements from the Atmosphere Explorer-C, ISIS-1 and ISIS-2 satellites

Langmuir probe measurements of electron temperature, T sub e, in the vicinity of 300, 400, 1400 and 3000 km from the Atmosphere Explorer-C and the ISIS satellites have been employed to construct empirical models of the global distribution of T sub e at each of these altitudes. Legendre polynomials are employed to describe the observations at solstice and equinox in terms of dip latitude and local time. Sources of T sub e variations, such as solar activity, magnetic activity and longitude are found to be of second order importance, although they are resolvable in some cases by comparisons of the data with the model. The behavior of T sub e at the altitudes of these models is discussed in terms of its implications for our understanding of the energy exchange between the F-region and the plasmasphere.

Brace, L. H.↗
NASA NTRS1982

On the origin and spatial extent of high-latitude F region irregularities

Evidence for the direct production of macroscale irregularities by structured, soft electron fluxes is employed to form the basis for a model for the transport and decay of such structures and the role of plasma instabilities in the production of smaller irregularities. Large scale structures were defined with wavelengths of at least 10 km, intermediate between 0.0-10 km, and short less than 10 m. Data were gathered by means of a rocket flight into the auroral oval and radar scans of 10-350 km altitudes for electron density contours. The radar data indicated that the large-scale structure in the F region plasma was in the main due to electron precipitation. The instability of the structures caused the emergence of smaller scale irregularities in a dynamic balance of instability growth and damping. Additional productive sources which allow the greater than 100 km structures to pass over the North Pole intact are discussed.

Kelley, M. C.↗
NASA NTRS1982

A magnitude limited stellar X-ray survey and the F star X-ray luminosity function

An X-ray survey has been conducted of stars brighter than visual magnitude 8.5 that have serendipitously fallen into the fields of view of the Imaging Proportional Counter of the Einstein Observatory. The survey includes 227 separate 1 x 1 deg fields, containing 274 stars with a visual magnitude of no more than 8.5 and covering a wide range of spectral types and luminosity classes. X-ray emission was detected from 33 stars, and upper limits have been determined for the remainder of the sample. F type stars dominate the detected sample, and most of these are shown to be dwarfs. An X-ray luminosity function for dF stars has been deduced, and reveals that the average 0.2-4.0 keV luminosity of these stars is around 10 to the 29th erg/sec. Constraints have been placed on the high luminosity tails and medians of the X-ray luminosity functions for other types of stars.

Topka, K.↗
NASA NTRS1982

A global view of F-region electron density and temperature at solar maximum

It is pointed out that the thermal structure of the ionosphere represents a quasi-static balance between a variety of heat sources and sinks which vary spatially and temporally on a wide range of time scales. The present investigation has the objective to present selected early results from the Dynamics Explorer-2 (DE-2) Langmuir probe instrument and to make an initial evaluation of how the thermal structure of the ionosphere at solar maximum differs from that observed at solar minimum. Bowen et al. (1964) and Brace and Reddy (1965) devised early empirical models of the F region electron temperature (Te), based on satellite Langmuir probe measurements at low levels of solar activity. The global structure of Te and the electron density (Ne) obtained in the current investigation is not very different from that reported by Brace and Reddy. The primary difference at solar maximum is that Ne is everywhere much higher, but Te differs only in detail.

Brace, L. H.↗
NASA NTRS1981

Flight evaluation of an engine static pressure noseprobe in an F-15 airplane

The flight testing of an inlet static pressure probe and instrumented inlet case produced results consistent with sea-level and altitude stand testing. The F-15 flight test verified the basic relationship of total to static pressure ratio versus corrected airflow and automatic distortion downmatch with the engine pressure ratio control mode. Additionally, the backup control inlet case statics demonstrated sufficient accuracy for backup control fuel flow scheduling, and the station 6 manifolded production probe was in agreement with the flight test station 6 tota pressure probes.

Foote, C. H.↗
NASA NTRS1983

Flight evaluation of modifications to a digital electronic engine control system in an F-15 airplane

The third phase of a flight evaluation of a digital electronic engine control system in an F-15 has recently been completed. It was found that digital electronic engine control software logic changes and augmentor hardware improvements resulted in significant improvements in engine operation. For intermediate to maximum power throttle transients, an increase in altitude capability of up to 8000 ft was found, and for idle to maximum transients, an increase of up to 4000 ft was found. A nozzle instability noted in earlier flight testing was investigated on a test engine at NASA Lewis Research Center, a digital electronic engine control software logic change was developed and evaluated, and no instability occurred in the Phase 3 flight evaluation. The backup control airstart modification was evaluated, and gave an improvement of airstart capability by reducing the minimum airspeed for successful airstarts by 50 to 75 knots.

Burcham, F. W., Jr.↗
NASA NTRS1983

Airstart performance of a digital electronic engine control system in an F-15 airplane

The airstart performance of the F100 engine equipped with a digital electronic engine control (DEEC) system was evaluated in an F-15 airplane. The DEEC system incorporates closed-loop airstart logic for improved capability. Spooldown and jet fuel starter-assisted airstarts were made over a range of airspeeds and altitudes. All jet fuel starter-assisted airstarts were successful, with airstart time varying from 35 to 60 sec. All spooldown airstarts at airspeeds of 200 knots and higher were successful; airstart times ranged from 45 sec at 250 knots to 135 sec at 200 knots. The effects of altitude on airstart success and time were small. The flight results agreed closely with previous altitude facility test results. The DEEC system provided successful airstarts at airspeeds at least 50 knots lower than the standard F100 engine control system.

Licata, S. J.↗
NASA NTRS1983

Flight evaluation of modifications to a digital electronic engine control system in an F-15 airplane

The third phase of a flight evaluation of a digital electronic engine control system in an F-15 has recently been completed. It was found that digital electronic engine control software logic changes and augmentor hardware improvements resulted in significant improvements in engine operation. For intermediate to maximum power throttle transients, an increase in altitude capability of up to 8000 ft was found, and for idle to maximum transients, an increase of up to 4000 ft was found. A nozzle instability noted in earlier flight testing was investigated on a test engine at NASA Lewis Research Center, a digital electronic engine control software logic change was developed and evaluated, and no instability occurred in the Phase 3 flight evaluation. The backup control airstart modification was evaluated, and gave an improvement of airstart capability by reducing the minimum airspeed for successful airstarts by 50 to 75 knots.

Burcham, F. W., Jr.↗
NASA NTRS1984

Highly integrated digital engine control system on an F-15 airplane

The Highly Integrated Digital Electronic Control (HIDEC) program will demonstrate and evaluate the improvements in performance and mission effectiveness that result from integrated engine/airframe control systems. This system is being used on the F-15 airplane. An integrated flightpath management mode and an integrated adaptive engine stall margin mode are implemented into the system. The adaptive stall margin mode is a highly integrated mode in which the airplane flight conditions, the resulting inlet distortion, and the engine stall margin are continuously computed; the excess stall margin is used to uptrim the engine for more thrust. The integrated flightpath management mode optimizes the flightpath and throttle setting to reach a desired flight condition. The increase in thrust and the improvement in airplane performance is discussed.

Burcham, F. W., Jr.↗