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At least 865 records · Page 48

Energy efficient transport technology: Program summary and bibliography

The Energy Efficient Transport (EET) Program began in 1976 as an element of the NASA Aircraft Energy Efficiency (ACEE) Program. The EET Program and the results of various applications of advanced aerodynamics and active controls technology (ACT) as applicable to future subsonic transport aircraft are discussed. Advanced aerodynamics research areas included high aspect ratio supercritical wings, winglets, advanced high lift devices, natural laminar flow airfoils, hybrid laminar flow control, nacelle aerodynamic and inertial loads, propulsion/airframe integration (e.g., long duct nacelles) and wing and empennage surface coatings. In depth analytical/trade studies, numerous wind tunnel tests, and several flight tests were conducted. Improved computational methodology was also developed. The active control functions considered were maneuver load control, gust load alleviation, flutter mode control, angle of attack limiting, and pitch augmented stability. Current and advanced active control laws were synthesized and alternative control system architectures were developed and analyzed. Integrated application and fly by wire implementation of the active control functions were design requirements in one major subprogram. Additional EET research included interdisciplinary technology applications, integrated energy management, handling qualities investigations, reliability calculations, and economic evaluations related to fuel savings and cost of ownership of the selected improvements.

Middleton, D. B.↗

Combined riblet and lebu drag reduction system

The invention is a system of flow control devices which result in reduced skin friction on aerodynamic and hydrodynamic surfaces. The devices cause a breakup of large-scale disturbances in the boundary layer of the flow field. The riblet device acts to reduce disturbances near the boundary layer wall by the use of longitudinal striations forming V-shaped grooves. These grooves are dimensional on the order of the wall vortices and turbulent burst dimensions. The large eddy breakup device is a small strip or airfoil which is suspended in the upper region of the boundary layer. Various physical mechanisms cause a disruption of the large-scale vortices. The combination of the devices of this invention result in a substantial reduction in skin friction drag.

Walsh, Michael J.↗

The 1989 high-speed civil transport studies

The results of the Douglas Aircraft Company system studies related to high speed civil transports (HSCT) are discussed. The studies were conducted to assess the environmental compatibility of a high speed civil transport at a design Mach number of 3.2. Sonic boom minimization, external noise, and engine emissions were assessed together with the effect of the laminar flow control (LFC) technology on vehicle gross weight. The general results indicated that a sonic boom loudness level of 90-PLdB at Mach 3.2 may not be achievable for a practical design; the high flow engine cycle concept shows promise of achieving the sideline FAR Part 36 noise limit, but may not achieve the aircraft range design goal of 6,500 nautical miles; the rich burn/quick quench (RB/QQ) combustor concept shows promise for achieving low EINO sub x levels when combined with a premixed pilot stage/advanced technology, high power stage duct burner in the Pratt and Whitney variable steam control engine (VSCE); and full chord wing LFC has significant performance and economic advantages relative to the turbulent wing baseline.

Source record↗

The 1989 high-speed civil transport studies

The results are presented for the Douglas Aircraft Company system studies related to high speed civil transports (HSCTs). The system studies were conducted to assess the environmental compatibility of a HSCT at a design Mach number of 3.2. Sonic boom minimization, exterior noise, and engine emissions were assessed together with the effect of a laminar flow control (LFC) technology on vehicle gross weight. The general results indicated that (1) achievement of a 90 PLdB sonic boom loudness level goal at Mach 3.2 may not be practical; (2) the high flow engine cycle concept shows promise of achieving the side line FAR Part 36 noise limit but may not achieve the aircraft range design goal of 6,500 nautical miles; (3) the rich burn/quick quench (RB/QQ) combustor concept shows promise for achieving low EINO(sub x) levels when combined with a premixed pilot stage/advanced technology high power stage duct burner in the P and W variable stream control engine (VSCE); and (4) full chord wing LFC has significant performance and economic advantages relative to the turbulent wing baseline.

Source record↗

Design and testing of new center inlet and S-duct for B-727 airplane with refanned JT8D engines

The work described in this paper was part of the NASA refan program. The airflow requirement of the refanned JT8D (-100 series) engine increased about 50% above that of the basic JT8D. This required a redesign of the center inlet and S-duct of the Boeing 727 airplane. The paper describes the design constraints for the S-duct and the analytic method used to define the lines of the new duct. Model tests that were conducted at static, angle-of-attack, and crosswind conditions are described with a variety of flow control devices. Test results showed that the new inlet and S-duct have a pressure recovery comparable to that of the existing inlet. By employing corotating vortex generators, less flow distortion was obtained for the core region than the existing duct has with its counter rotating vortex generators.

Ting, C. T.↗

Status of NASA In-Space Propulsion Technologies and Their Infusion Potential

Since 2001, the In-Space Propulsion Technology (ISPT) program has been developing in-space propulsion technologies that will enable or enhance NASA robotic science missions. These in-space propulsion technologies have broad applicability to future competed Discovery and New Frontiers mission solicitations, and are potentially enabling for future NASA flagship and sample return missions currently being considered. This paper provides status of the technology development of several in-space propulsion technologies that are ready for infusion into future missions. The technologies that are ready for flight infusion are: 1) the high-temperature Advanced Material Bipropellant Rocket (AMBR) engine providing higher performance; 2) NASA s Evolutionary Xenon Thruster (NEXT) ion propulsion system, a 0.6-7 kW throttle-able gridded ion system; and 3) Aerocapture technology development with investments in a family of thermal protection system (TPS) materials and structures; guidance, navigation, and control (GN&C) models of blunt-body rigid aeroshells; and aerothermal effect models. Two component technologies that will be ready for flight infusion in FY12/13 are 1) Advanced Xenon Flow Control System, and 2) ultra-lightweight propellant tank technology advancements and their infusion potential will be also discussed. The paper will also describe the ISPT project s future focus on propulsion for sample return missions: 1) Mars Ascent Vehicles (MAV); 2) multi-mission technologies for Earth Entry Vehicles (MMEEV) needed for sample return missions from many different destinations; and 3) electric propulsion for sample return and low cost missions. These technologies are more vehicle-focused, and present a different set of technology infusion challenges. Systems/Mission Analysis focused on developing tools and assessing the application of propulsion technologies to a wide variety of mission concepts.

Anderson, David↗

Waterhammer Modeling for the Ares I Upper Stage Reaction Control System Cold Flow Development Test Article

The Upper Stage Reaction Control System provides three-axis attitude control for the Ares I launch vehicle during active Upper Stage flight. The system design must accommodate rapid thruster firing to maintain the proper launch trajectory and thus allow for the possibility to pulse multiple thrusters simultaneously. Rapid thruster valve closure creates an increase in static pressure, known as waterhammer, which propagates throughout the propellant system at pressures exceeding nominal design values. A series of development tests conducted in the fall of 2009 at Marshall Space Flight Center were performed using a water-flow test article to better understand fluid performance characteristics of the Upper Stage Reaction Control System. A subset of the tests examined waterhammer along with the subsequent pressure and frequency response in the flight-representative system and provided data to anchor numerical models. This thesis presents a comparison of waterhammer test results with numerical model and analytical results. An overview of the flight system, test article, modeling and analysis are also provided.

Williams, Jonathan H.↗

System level design analyses for the Space Station Environmental Control and Life Support System

The development and verification of a computer model for the design and analysis of the current Space Station ECLSS configuration are discussed. The model is used to resolve system-level design issues, such as sizing accumulators and assessing flow control techniques. Actual component verification efforts are outlined, and technical aspects of each component model are identified. The results obtained to date and plans for future analytical efforts are summarized.

Bacskay, A. S.↗

The NASA-Langley 20-inch supersonic wind tunnel

NASA Langley's new 20-inch supersonic wind tunnel is in the process of reassembly, following extensive modifications. These will result in its incorporation of such features as a 'quiet' flow control valve, thick sintered screens with very large pressure drops, special farings in the contraction section, an instantaneous relief hatch in the test section, and a switching exhaust system that permits flow into a vacuum sphere during startup and shutdown and to the atmosphere during data acquisition. Attention is given to the expected operating map of the new tunnel.

Dillon, J. L.↗

F-14 VSTFE and results of the cleanup flight test program

Flight transition data applicable to swept wings at high subsonic speeds are needed to make valid assessments of the potential for natural laminar flow or laminar flow control for transports of various sizes at various cruise speeds. NASA initiated the variable sweep transition flight experiment (VSTFE) to help establish a boundary layer transition data base for use in laminar flow wing design. The carrier vehicle for this experiment is an F-14, which has variable sweep capability. The variable sweep outer panels of the F-14 were modified with natural laminar flow gloves to provide not only smooth surfaces but also airfoils that can produce a wide range of pressure distributions for which transition location can be determined. The VSTFE program is briefly described and some preliminary glove I flight results are presented.

Meyer, Robert R.↗

Inviscid and viscous flow calculations for the F16XL configuration

The viewgraphs and discussion of the ongoing activity at NASA Langley Research Center (LaRC) in support of Supersonic Laminar FLow Control (SLFC) research, presented at the High-Speed Research Workshop, May 14-16, 1991, are provided. Details of the computation involved in obtaining the meanflow around bodies in high-speed flow and interfacing the results to a stablilty analysis is presented. Particular attention is given to the F-16XL configuration, which is the test-bed for the supersonic LFC experiment. Meanflow solutions for two geometries are discussed. The first one is for the F-16XL wing, with emphasis on the flow near the attachment line and the upper surface. Calculations were done with and without suction. The results were processed using an interface program and fed into a stability analysis program. The second geometry is a scale model of a swept wing leading edge at M = 3.5. Experimental measurements on transition on this model are planned at NASA LaRC. The computations are in support of this effort.

Iyer, Venkit↗

Boundary layer transition studies

A small-scale wind tunnel previously used for turbulent boundary layer experiments was modified for two sets of boundary layer transition studies. The first study concerns a laminar separation/turbulent reattachment. The pressure gradient and unit Reynolds number are the same as the fully turbulent flow of Spalart and Watmuff. Without the trip wire, a laminar layer asymptotes to a Falkner & Skan similarity solution in the FPG. Application of the APG causes the layer to separate and a highly turbulent and approximately 2D mean flow reattachment occurs downstream. In an effort to gain some physical insight into the flow processes a small impulsive disturbance was introduced at the C(sub p) minimum. The facility is totally automated and phase-averaged data are measured on a point-by-point basis using unprecedently large grids. The evolution of the disturbance has been tracked all the way into the reattachment region and beyond into the fully turbulent boundary layer. At first, the amplitude decays exponentially with streamwise distance in the APG region, where the layer remains attached, i.e. the layer is viscously stable. After separation, the rate of decay slows, and a point of minimum amplitude is reached where the contours of the wave packet exhibit dispersive characteristics. From this point, exponential growth of the amplitude of the disturbance is observed in the detached shear layer, i.e. the dominant instability mechanism is inviscid. A group of large-scale 3D vortex loops emerges in the vicinity of the reattachment. Remarkably, the second loop retains its identify far downstream in the turbulent boundary layer. The results provide a level of detail usually associated with CFD. Substantial modifications were made to the facility for the second study concerning disturbances generated by Suction Holes for laminar flow Control (LFC). The test section incorporates suction through interchangeable porous test surfaces. Detailed studies have been made using isolated holes in the impervious test plate that used to establish the Blasius base flow. The suction is perturbed harmonically and data are averaged on the basis of the phase of the disturbance, for conditions corresponding to strong suction and without suction. The technique was enhanced by using up to nine multiple probes to reduce the experimental run-time. In both cases, 3D contour surfaces in the vicinity of the hole show highly 3D TS waves which fan out in the spanwise direction forming bow-shaped waves downstream. The case without suction has proved useful for evaluating calculation methods. With suction, the perturbations on the centerline are much stronger and decay less rapidly, while the TS waves in the far field are similar to the case without suction. Downstream, the contour surfaces of the TS waves develop spanwise irregularities which eventually form into clumps. The spanwise clumping is evidence of a secondary instability that could be associated with suction vortices. Designers of porous surfaces use Goldsmith's Criterion to minimize cross-stream interactions. It is shown that partial TS wave cancellation is possible, depending on the hole spacing, disturbance frequency and free-stream velocity. New high-performance Constant Temperature Hot-Wire Anemometers were designed and built, based on a linear system theory analysis that can be extended to arbitrary order. The motivation was to achieve the highest possible frequency reponse while ensuring overall system stability. The performance is equal to or superior to commercially available instruments at about 10% of the cost. Details, such as fabrication drawings and a parts list, have been published to enable the instrument to be construced by others.

Watmuff, Jonathan H.↗

NASA In-Space Propulsion Technologies and Their Infusion Potential

The In-Space Propulsion Technology (ISPT) program has been developing in-space propulsion technologies that will enable or enhance NASA robotic science missions. The ISPT program is currently developing technology in four areas that include Propulsion System Technologies (Electric and Chemical), Entry Vehicle Technologies (Aerocapture and Earth entry vehicles), Spacecraft Bus and Sample Return Propulsion Technologies (components and ascent vehicles), and Systems/Mission Analysis. Three technologies are ready for flight infusion: 1) the high-temperature Advanced Material Bipropellant Rocket (AMBR) engine providing higher performance; 2) NASA s Evolutionary Xenon Thruster (NEXT) ion propulsion system, a 0.6-7 kW throttle-able gridded ion system; and 3) Aerocapture technology development with investments in a family of thermal protection system (TPS) materials and structures; guidance, navigation, and control (GN&C) models of blunt-body rigid aeroshells; and aerothermal effect models. Two component technologies that will be ready for flight infusion in the near future will be Advanced Xenon Flow Control System, and ultra-lightweight propellant tank technologies. Future focuses for ISPT are sample return missions and other spacecraft bus technologies like: 1) Mars Ascent Vehicles (MAV); 2) multi-mission technologies for Earth Entry Vehicles (MMEEV) for sample return missions; and 3) electric propulsion for sample return and low cost missions. These technologies are more vehicle-focused, and present a different set of technology infusion challenges. While the Systems/Mission Analysis area is focused on developing tools and assessing the application of propulsion technologies to a wide variety of mission concepts. These in-space propulsion technologies are applicable, and potentially enabling for future NASA Discovery, New Frontiers, and sample return missions currently under consideration, as well as having broad applicability to potential Flagship missions. This paper provides a brief overview of the ISPT program, describing the development status and technology infusion readiness of in-space propulsion technologies in the areas of electric propulsion, aerocapture, Earth entry vehicles, propulsion components, Mars ascent vehicle, and mission/systems analysis.

Anderson, David↗

NASA In-Space Propulsion Technologies and Their Infusion Potential

The In-Space Propulsion Technology (ISPT) program has been developing in-space propulsion technologies that will enable or enhance NASA robotic science missions. The ISPT program is currently developing technology in four areas that include Propulsion System Technologies (Electric and Chemical), Entry Vehicle Technologies (Aerocapture and Earth entry vehicles), Spacecraft Bus and Sample Return Propulsion Technologies (components and ascent vehicles), and Systems/Mission Analysis. Three technologies are ready for flight infusion: 1) the high-temperature Advanced Material Bipropellant Rocket (AMBR) engine providing higher performance; 2) NASA s Evolutionary Xenon Thruster (NEXT) ion propulsion system, a 0.6-7 kW throttle-able gridded ion system; and 3) Aerocapture technology development with investments in a family of thermal protection system (TPS) materials and structures; guidance, navigation, and control (GN&C) models of blunt-body rigid aeroshells; and aerothermal effect models. Two component technologies that will be ready for flight infusion in the near future will be Advanced Xenon Flow Control System, and ultra-lightweight propellant tank technologies. Future focuses for ISPT are sample return missions and other spacecraft bus technologies like: 1) Mars Ascent Vehicles (MAV); 2) multi-mission technologies for Earth Entry Vehicles (MMEEV) for sample return missions; and 3) electric propulsion for sample return and low cost missions. These technologies are more vehicle-focused, and present a different set of technology infusion challenges. While the Systems/Mission Analysis area is focused on developing tools and assessing the application of propulsion technologies to a wide variety of mission concepts. These in-space propulsion technologies are applicable, and potentially enabling for future NASA Discovery, New Frontiers, and sample return missions currently under consideration, as well as having broad applicability to potential Flagship missions. This paper provides a brief overview of the ISPT program, describing the development status and technology infusion readiness of in-space propulsion technologies in the areas of electric propulsion, aerocapture, Earth entry vehicles, propulsion components, Mars ascent vehicle, and mission/systems analysis.

Anderson, David J.↗

Water facilities in retrospect and prospect: An illuminating tool for vehicle design

Water facilities play a fundamental role in the design of air, ground, and marine vehicles by providing a qualitative, and sometimes quantitative, description of complex flow phenomena. Water tunnels, channels, and tow tanks used as flow-diagnostic tools have experienced a renaissance in recent years in response to the increased complexity of designs suitable for advanced technology vehicles. These vehicles are frequently characterized by large regions of steady and unsteady three-dimensional flow separation and ensuing vortical flows. The visualization and interpretation of the complicated fluid motions about isolated vehicle components and complete configurations in a time and cost effective manner in hydrodynamic test facilities is a key element in the development of flow control concepts, and, hence, improved vehicle designs. A historical perspective of the role of water facilities in the vehicle design process is presented. The application of water facilities to specific aerodynamic and hydrodynamic flow problems is discussed, and the strengths and limitations of these important experimental tools are emphasized.

Erickson, G. E.↗

Water facilities in retrospect and prospect: An illuminating tool for vehicle design

Water facilities play a fundamental role in the design of air, ground, and marine vehicles by providing a qualitative, and sometimes quantitative, description of complex flow phenomena. Water tunnels, channels, and tow tanks used as flow-diagnostic tools have experienced a renaissance in recent years in response to the increased complexity of designs suitable for advanced technology vehicles. These vehicles are frequently characterized by large regions of steady and unsteady 3-D flow separation and ensuing vortical flows. The visualization and interpretation of the complicated fluid motions about isolated vehicle components and complete configurations in a time and cost effective manner in hydrodynamic test facilities is a key element in the development of flow control concepts, and, hence, improved vehicle designs. A historical perspective of the role of water facilities in the vehicle design process is presented. The application of water facilities to specific aerodynamic and hydrodynamic flow problems is discussed, and the strengths and limitations of these important experimental tools are emphasized.

Erickson, Gary E.↗

Evaluation of Flush-Mounted, S-Duct Inlets With Large Amounts of Boundary Layer Ingestion

A new high Reynolds number test capability for boundary layer ingesting inlets has been developed for the NASA Langley Research Center 0.3-Meter Transonic Cryogenic Tunnel. Using this new capability, an experimental investigation of four S-duct inlet configurations with large amounts of boundary layer ingestion (nominal boundary layer thickness of about 40% of inlet height) was conducted at realistic operating conditions (high subsonic Mach numbers and full-scale Reynolds numbers). The objectives of this investigation were to 1) develop a new high Reynolds number, boundary-layer ingesting inlet test capability, 2) evaluate the performance of several boundary layer ingesting S-duct inlets, 3) provide a database for CFD tool validation, and 4) provide a baseline inlet for future inlet flow-control studies. Tests were conducted at Mach numbers from 0.25 to 0.83, Reynolds numbers (based on duct exit diameter) from 5.1 million to a fullscale value of 13.9 million, and inlet mass-flow ratios from 0.39 to 1.58 depending on Mach number. Results of this investigation indicate that inlet pressure recovery generally decreased and inlet distortion generally increased with increasing Mach number. Except at low Mach numbers, increasing inlet mass-flow increased pressure recovery and increased distortion. Increasing the amount of boundary layer ingestion (by decreasing inlet throat height and increasing inlet throat width) or ingesting a boundary layer with a distorted profile decreased pressure recovery and increased distortion. Finally, increasing Reynolds number had almost no effect on inlet distortion but increased inlet recovery by about one-half percent at a Mach number near cruise.

Berrier, Bobby L.↗

Unsteady Adjoint Approach for Design Optimization of Flapping Airfoils

This paper describes the work for optimizing the propulsive efficiency of flapping airfoils, i.e., improving the thrust under constraining aerodynamic work during the flapping flights by changing their shape and trajectory of motion with the unsteady discrete adjoint approach. For unsteady problems, it is essential to properly resolving time scales of motion under consideration and it must be compatible with the objective sought after. We include both the instantaneous and time-averaged (periodic) formulations in this study. For the design optimization with shape parameters or motion parameters, the time-averaged objective function is found to be more useful, while the instantaneous one is more suitable for flow control. The instantaneous objective function is operationally straightforward. On the other hand, the time-averaged objective function requires additional steps in the adjoint approach; the unsteady discrete adjoint equations for a periodic flow must be reformulated and the corresponding system of equations solved iteratively. We compare the design results from shape and trajectory optimizations and investigate the physical relevance of design variables to the flapping motion at on- and off-design conditions.

Lee, Byung Joon↗