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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 1,045 records · Page 58

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NASA NTRS1986

An experimental investigation of reducing advanced turboprop cabin noise by wing shielding

An experimental investigation was undertaken to determine if wing shielding could reduce the noise impacting the fuselage of an advanced turboprop airplane. Four wings were tested behind two eight-bladed propeller models. Significant shielding of the propeller noise was observed and a particular wing-propeller geometry was identified to provide the most shielding. Specifically, an up-inboard rotation would be needed for a low-wing airplane and a down-inboard rotation for a high-wing airplane. As the axial Mach number was increased, the position where the shielding starts moved farther downstream. This shift in the start of shielding was roughly a straight line with respect to Mach number between M = 0.7 and M = 0.8. At M = 0.85 the start of shielding does not shift any farther downstream. A simple barrier noise-reduction model gave the same trends with transducer positions as did the data, and, if corrected for Mach number shift, the model might be used to provide estimates of the wing shielding. Besides providing a barrier to the noise reaching the shielded area, the wing also reflects some of the noise back onto the unshielded area. This can make the noise difference between the unshielded and shielded areas of the fuselage larger than would be expected by simple wind shielding.

Dittmar, J. H.↗

NASA NTRS1984

Airstart performance of a digital electronic engine control system on an F100 engine

The digital electronic engine control (DEEC) system installed on an F100 engine in an F-15 aircraft was tested. The DEEC system incorporates a closed-loop air start feature in which the fuel flow is modulated to achieve the desired rate of compressor acceleration. With this logic the DEEC equipped F100 engine can achieve air starts over a larger envelope. The DEEC air start logic, the test program conducted on the F-15, and its results are described.

Burcham, F. W., Jr.↗

NASA NTRS1986

An experimental investigation of reducing advanced turboprop cabin noise by wing shielding

Dittmar, J. H.↗

NASA NTRS1987

Change in interplanetary shock acceleration preceding STIP Interval 17

The intensity and frequency of shock acceleration events in the interplanetary medium decreased dramatically in early 1985. Low energy ions were observed by IMP 8 at 1 AU and Voyagers 1 and 2 at 22 and 16 AU, respectively. Voyager 1 was at 25 deg heliographic latitude while IMP 8 and Voyager 2 were near the solar equatorial plane. The decrease in low energy shock events led to a drop in the average ion flux by a factor of 20 to 50. It started about day 10 of 1985 in the approximately .5 MeV channel on IMP8 and took approximately 75 days to reach the new, lower, background level. The decrease at the Voyagers started approximately 50 days later. The time delay between the start of the decrease at IMP and at Voyager 2 implies that decrease was convected outward with a velocity of approximately 535 km/sec. The intensity and frequency of interplanetary shock events remained at the lower level for at least 1.5 years.

Gold, R. E.↗

NASA NTRS1988

Tribological composition optimization of chromium-carbide-based solid lubricant coatings for foil gas bearings at temperatures to 650 C

The determination of the tribilogically optimum composition of chromium-carbide-based solid lubricant coatings using a foil gas bearing test apparatus is described. The coatings contain a wear resistant chromium carbide `base stock' with the lubricant additives silver and BaF2-CaF2 eutectic. The coating composition is optimized for air-lubricated foil gas bearings at temperatures ranging from 25 to 650 C. The various compositions were prepared by powder blending, then plasma sprayed onto Inconel 718 test journals and diamond ground to the desired coating thickness and surface finish. The journals were operated against preoxidized Ni-Cr alloy foils, and the test bearings were subjected to repeated start-stop cycles under a bearing unit of 14 kPa. Sliding contact between the coated journal and the smooth foil occurs during bearing start-up before lift-off or hydrodynamic lubrication by the air film and during bearing coast-down. The bearings were tested for 9000 start-stop cycles or until specimen reached a predetermined failure level.

Dellacorte, Christopher↗

NASA NTRS1990

Solar Constant Data from Earth Radiation Budget Measurements

At present, solar total irradiance measurements are made from four satellites using electrically self calibrating pyrheliometers, as a part of the earth radiation budget measurement programs. The Earth Radiation Budget (ERB) mission onboard Nimbus-7 spacecraft (Nimbus/ERB) started solar total irradiance measurements in November 1978, and is still obtaining irradiance data on every orbit, daily. The Earth Radiation Budget Experiment (ERBE) solar monitors onboard Earth Radiation Budget Satellite (ERBS), NOAA-9 and NOAA-10 started solar total irradiance measurements in October 1984, January 1985, and October 1986, respectively. Our knowledge of solar total irradiance and its variability has grown remarkably during the past few years, as a result of the above measurements, and the high precision data obtained from Solar Maximum Mission/Active Cavity Radiometer Irradiance Monitor-1 (SMM/ACRIM-1). The results from a comparative study of the solar constant data available from the above missions are presented. The solar constant value derived from the sensors agree within the uncertainty associated with absolute pyrheliometers available at present. An attempt will be made to correlate the solar irradiance variability with other solar parameters. The measurements from Nimbus-7/ERB started November 1978, as the solar cycle 21 was increasing in activity. The solar luminosity reached a maximum in the spring of 1979. The irradiance then decreased slowly to a minimum which lasted from 1984 through 1986. The irradiance is presently increasing towards a new maximum. It appears that the solar constant value follow an eleven year cycle.

Mecherikunnel, A. T.↗

NASA NTRS1991

Transient, hypervelocity flow in an axisymmetric nozzle

The performance of an axisymmetric nozzle designed to produce uniform parallel flow with a nominal Mach number of 8 is examined. The nozzle employs a flow decoupling approach and is calibrated by measuring Pitot pressures near the exit plane for a number of operating conditions. The detailed starting process of the nozzle is simulated numerically, and a quasi-one-dimensional method is used for investigating the transient wave structure and the nozzle starting time over a number of tunnel operating conditions. An axisymmetric Navier-Stokes code is utilized in order to illustrate the multidimensional and viscous aspects of the starting process. Although the steady performance observed is found adequate, settling times are much longer than predicted by the classical quasi-one-dimensional models.

Jacobs, P. A.↗

NASA NTRS1991

Evaluation of the Strecker synthesis as a source of amino acids on carbonaceous chondrites

The Strecker synthesis (SS) has been proposed as the source of amino acids (AA) formed during aqueous alteration of carbonaceous chondrites. It is postulated that the aldehyde and ketone precursors of the meteoritic AA originated in interstellar syntheses and accreted on the meteorite parent body along with other reactant species in cometesimal ices. The SS has been run with formaldehyde, acetyldehyde, propionaldehyde, acetone, and methyl ketone as starting materials. To study the effect of minerals on the reaction, the SS was run in the presence and absence of dust from the Allende meteorite using deuterated aldehydes and ketones as starting materials. The products were studied by GC/MS. With the exception of glycine, the retention of deuterium in the AA was greater than 90 pct. Some D exchange with water does occur, however, and determination of the rate of exchange as a function of pH and temperature may allow some bounds to be placed on the duration of parent body aqueous alteration. The retention of D by the AA under conditions studied thus far is consistent with the model that a SS starting from interstellar aldehydes and ketones led to the production of meteoritic AA.

Lerner, N. R.↗

NASA NTRS1992

Effect of blade planform variation on the forward-flight performance of small-scale rotors

An investigation was conducted in the Glenn L. Martin Wind Tunnel to determine the effect of blade planform variation on the forward-flight performance of four small-scale rotors. The rotors were 5.417 ft in diameter and differed only in blade planform geometry. The four planforms were: (1) rectangular; (2) 3:1 linear taper starting at 94 percent radius; (3) 3:1 linear taper starting at 75 percent radius; and (4) 3:1 linear taper starting at 50 percent radius. Each planform had a thrust-weighted solidity of 0.098. The investigation included forward-flight simulation at advance ratios from 0.14 to 0.43 for a range of rotor lift and drag coefficients. Among the four rotors, the rectangular rotor required the highest torque for the entire range of rotor drag coefficients attained at advanced ratios greater than 0.14 for rotor lift coefficients C sub L from 0.004 to 0.007. Among the rotors with tapered blades and for C sub L = 0.004 to 0.007, either the 75 percent tapered rotor or the 50 percent tapered rotor required the least amount of torque for the full range of rotor drag coefficients attained at each advance ratio. The performance of the 94 percent tapered rotor was generally between that of the rectangular rotor and the 75 and 50 percent tapered rotors at each advance ratio for this range of rotor lift coefficients.

Noonan, Kevin W.↗

NASA NTRS1991

The fatigue behaviour of orthotropic laminates under tension-compression loading

The fatigue behavior of orthotropic laminates (0, +/-45, 0 deg)2s and (90, +/-45, 90 deg)2s, has been evaluated under alternating tension-compression loading. Even though the first laminate is much stronger than the second, both started to fail by delamination. Visual damage started to show only at the very end of the fatigue life but measurement of the stiffness showed that degradation starts at about 80 percent of the fatigue life. The first laminate failed in compression after delamination between the 0 and the 45 deg laminae, while the second failed in tension after delamination between the +45 and -45 deg laminae. It is shown that the interlaminar fatigue strength of both laminate structures can be correlated to the applied fatigue load.

Rotem, A.↗

NASA NTRS1991

Experimental and computational studies of hovering rotor flows

HELIX-I, an essentially standard full-potential CFD helicopter rotor code, is unique in its use of the Clebisch kinematical flow description to specify a freely convecting wake and its capacity for predicting hover performance. A study is presently performed to assess the method's sensitivity to grids and solution-starting techniques. The effects of these parameters on thrust, power, load distribution, and wake geometry are ascertained and compared with an extensive rotor data base. The use of a fairly accurate starting solution yields no obvious advantage over the use of a novel starting method which employs a succession of diminishing artificial flows.

Nsi Mba, M.↗

NASA NTRS1992

Technology test bed engine real-time failure control

The Real-Time Failure Control (RTFC) program involves development of a failure detection algorithm, for the Space Shuttle Main Engine (SSME). This failure detection approach is signal-based and entails monitoring SSME measurement signals based on predetermined as well as on-line computed mean and standard deviation values. Twenty-four engine measurements are monitored in the algorithm and provisions are made to add more parameters if needed. Each of the first values of every measurement signal at the algorithm start is checked against safety limits placed around a pre-computed engine-to-engine mean value (MV) with a bandwidth equal to a given multiple of the pre-computed standard deviation (SD). If several parameters are out of the bounds of these limits a failure is signaled. During the first two seconds (after algorithm start) a moving average (MA) and a SD is computed on-line in real-time. The moving average of each parameter is computed by averaging the incoming signal measurement with the four most recent previous signal measurements. The moving average is updated at every sampling interval (40 msec) and is checked against a similar safety band around the initial signal value for each parameter. If several anomalies are registered, a failure is signaled by the algorithm. At the end of the two-second interval the MA is fixed as the mean value for the rest of the algorithm operation and a safety band is placed above and below this value equal to a multiple of the computed SD. However, the safety band is adjusted by adjusting the mean value when propellant tank repressurization and venting take place. 'Influence Coefficients' are used to make the necessary adjustments to the safety limits of those parameters that are affected by repressurization and venting or valve closure and opening. The MA is, in both cases, continuously updated and checked against the safety band. Once more, if several parameters exceed the limits a failure is signaled. At the start of every scheduled power transient the algorithm is stopped. It is re-initiated after two seconds from the termination of the power transient and the process is repeated. The final report is divided into four major sections. The most encompassing of all is the discussion section that has sub-sections on: (1) RTFC algorithm development, (2) RTFC simulations; (3) RTFC current limitations; and (4) enhancements planned for.

Panossian, Hagop V.↗

NASA NTRS1992

Orbital transfer vehicle oxygen turbopump technology. Volume 3: Hot oxygen testing

This report covers the work done in preparation for a liquid oxygen rocket engine turbopump test utilizing high pressure hot oxygen gas for the turbine drive. The turbopump (TPA) is designed to operate with 400 F oxygen turbine drive gas. The goal of this test program was to demonstrate the successful operation of the TPA under simulated engine conditions including the hot oxygen turbine drive. This testing follows a highly successful series of tests pumping liquid oxygen with gaseous nitrogen as the turbine drive gas. That testing included starting of the TPA with no assist to the hydrostatic bearing. The bearing start entailed a rubbing start until the pump generated enough pressure to support the bearing. The articulating, self-centering hydrostatic bearing exhibited no bearing load or stability problems. The TPA was refurbished for the hot gas drive tests and facility work was begun, but unfortunately funding cuts prohibited the actual testing.

Urke, Robert L.↗

NASA NTRS1993

Approach to SSME health monitoring. III - Exhaust plume emission spectroscopy: Recent results and detailed analysis

Spectral data for two recent A-1 test firings, 901-717 and 901-718, obtained from an Optical Multichannel Analyzer and an Optical Plume Anomaly Detector, are presented. The spectral data encompasses the database of SSME critical components and materials and the spectral database for the SSME related elements and materials. Relatively strong and continuous emissions from Cr and Fe atomic transitions were observed starting at engine start plus 494 s and persisting until the engine shut off at engine start plus 520 s. These emissions are considered to be emanated from the SSME material AISI 440C, which is traced to high pressure turbopump bearings.

Tejwani, Gopal D.↗

NASA NTRS1932

Influence of several factors on ignition lag in a compression-ignition engine

This investigation was made to determine the influence of fuel quality, injection advance angle, injection valve-opening pressure, inlet-air pressure, compression ratio, and engine speed on the time lag of auto-ignition of a Diesel fuel oil in a single-cylinder compression-ignition engine as obtained from an analysis of indicator diagrams. Three cam-operated fuel-injection pumps, two pumps cams, and an automatic injection valve with two different nozzles were used. Ignition lag was considered to be the interval between the start of injection of the fuel as determined with a Stroborama and the start of effective combustion as determined from the indicator diagram, the latter being the point where 4.0 x 10(exp-6) pound of fuel had been effectively burned. For this particular engine and fuel it was found that: (1) for a constant start and the same rate of fuel injection up the point of cut-off, a variation in fuel quantity from 1.2 x 10(exp-4) to 4.1 x 10(exp-4) pound per cycle has no appreciable effect on the ignition lag; (2) injection advance angle increases or decreases the lag according to whether density, temperature, or turbulence has the controlling influence; (3) increase in valve-opening pressure slightly increases the lag; and (4) increase of inlet-air pressure, compression ratio, and engine speed reduces the lag.

Gerrish, Harold C↗

NASA NTRS1934

A Comparison of Several Methods of Measuring Ignition Lag in a Compression-ignition Engine

The ignition lag of a fuel oil in the combustion chamber of a high speed compression-ignition engine was measured by three different methods. The start of injection of the fuel as observed with a Stoborama was taken as the start of the period of ignition lag in all cases. The end of the period of ignition lag was determined by observation of the appearance of incandescence in the combustion chamber, by inspection of a pressure-time card for evidence of pressure rise, and by analysis of the indicator card for evidence of the combustion of a small but definite quantity of fuel. A comparison of the values for ignition lags obtained by these three methods indicates that the appearance of incandescence is later than other evidences of the start of combustion, that visual inspection of a pressure-time diagram gives consistent and usable values with a minimum requirement of time and/or apparatus, and that analysis of the indicator card is not worth while for ignition lag alone.

Spanogle, J A↗

NASA NTRS1934

A Preliminary Motion-picture Study of Combustion in a Compression-ignition Engine

Motion pictures were taken at 1,850 frames per second of the spray penetration and combustion occurring in the N.A.C.A. combustion apparatus arranged to operate as a compression-ignition engine. Indicator cards were taken simultaneously with the motion pictures by means of the N.A.C.A. optical indicator. The motion pictures showed that when ignition occurred during injection it started in the spray envelope. If ignition occurred after injection cut-off, however, and after considerable mixing had taken place, it was impossible to predict where the ignition would start. The pictures also showed that ignition usually started at several points in the combustion chamber. With this apparatus, as the injection advance angle increased from 0 degrees to 40 degrees before top center, the rate of flame spread increased and the duration of the burning decreased.

Buckley, E C↗

NASA NTRS1952

Performance and Operational Characteristics of a Python Turbine-propeller Engine at Simulated Altitude Conditions / Carl L. Meyer and Lavern A. Johnson

The performance and operational characteristics of a Python turbine propeller engine have been investigated over a range of engine operating conditions at simulated altitudes from 5000 to 40,000 feet in the NACA Lewis altitude wind tunnel . For the performance phase of the investigation, a single cowl-inlet ram pressure ratio was maintained and independent control of engine speed and fuel flow was used to obtain a range of power at each engine speed. Engine performance data obtained at a given altitude could not be used to predict performance accurately at other altitudes by use of the standard air pressure and temperature generalizing factors. Specific fuel consumption based on shaft horsepower decreased as the shaft horsepower increased at a given engine speed. At a given altitude condition and turbine -inlet total temperature, there was an optimum engine speed at which maximum shaft horsepower was obtained. At a given engine speed and turbine-inlet total temperature, a greater portion of the total available energy was converted to propulsive power as the altitude increased. Windmilling starts were made at altitudes up to 40,000 feet; the minimum true airspeed required for successful windmilling starts increased as the altitude was raised. In general, the engine control prevented large overshoots or undershoots of engine speed during starts, accelerations, and decelerations.

Engines - Armstrong-Siddely Python Turbo-Propeller↗