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Method is given for design of structures which are subjected to multi-axial loading due to internal pressure. The biaxial strength of a structure can be predicted by modifying the uniaxial formula.
A method is presented for estimating the noise generated by deflection of the engine exhaust for under-the-wing and over-the-wing versions of an externally blown flap configuration for powered lift. Correlation equations and curves are given for the OASPL and directivity and for spectra scaled to a high bypass 25,000-pound thrust size engine. Data are taken from TF34 engine tests and from large cold flow model tests. The correlations are empirical, and thus application of this prediction procedure is limited to geometrically similar configurations. Application of the method is illustrated by calculated sample footprints.
A method is presented for estimating the noise generated by deflection of the engine exhaust for under-the-wing and over-the-wing versions of an externally blown flap configuration for powered lift. Correlation equations and curves are given for the overall sound pressure level and directivity and for spectra scaled to a high bypass 25,000-pound thrust size engine. Data are taken from TF34 engine tests and from large cold flow model tests. The correlations are empirical, and thus application of this prediction procedure is limited to geometrically similar configurations. Application of the method is illustrated by calculated sample footprints.
Advanced launch systems (e.g., Reusable Launch Vehicle and other Shuttle Class concepts, Rocket-Based Combine Cycle, etc.), and interplanetary vehicles will very likely incorporate fiber reinforced ceramic matrix composites (CMC) in critical propulsion components. The use of CMC is highly desirable to save weight, to improve reuse capability, and to increase performance. CMC candidate applications are mission and cycle dependent and may include turbopump rotors, housings, combustors, nozzle injectors, exit cones or ramps, and throats. For reusable and single mission uses, accurate prediction of life is critical to mission success. The tools to accomplish life prediction are very immature and not oriented toward the behavior of carbon fiber reinforced silicon carbide (C/SiC), the primary system of interest for a variety of space propulsion applications. This paper describes an approach to satisfy the need to develop an integrated life prediction system for CMC that addresses mechanical durability due to cyclic and steady thermomechanical loads, and takes into account the impact of environmental degradation.
Over the past three years, the National Aeronautics and Space Administration (NASA) has initiated design, development, and testing of a new human-rated space exploration system under the Constellation Program. Initial designs within the Constellation Program are scheduled to replace the present Space Shuttle, which is slated for retirement within the next three years. The development of vehicles for the Constellation system has encountered several unsteady aerodynamics challenges that have bearing on more traditional unsteady aerodynamic and aeroelastic analysis. This paper focuses on the synergy between the present NASA challenges and the ongoing challenges that have historically been the subject of research and method development. There are specific similarities in the flows required to be analyzed for the space exploration problems and those required for some of the more nonlinear unsteady aerodynamic and aeroelastic problems encountered on aircraft. The aggressive schedule, significant technical challenge, and high-priority status of the exploration system development is forcing engineers to implement existing tools and techniques in a design and application environment that is significantly stretching the capability of their methods. While these methods afford the users with the ability to rapidly turn around designs and analyses, their aggressive implementation comes at a price. The relative immaturity of the techniques for specific flow problems and the inexperience with their broad application to them, particularly on manned spacecraft flight system, has resulted in the implementation of an extensive wind tunnel and flight test program to reduce uncertainty and improve the experience base in the application of these methods. This provides a unique opportunity for unsteady aerodynamics and aeroelastic method developers to test and evaluate new analysis techniques on problems with high potential for acquisition of test and even flight data against which they can be evaluated. However, researchers may be required to alter the geometries typically used in their analyses, the types of flows analyzed, and even the techniques by which computational tools are verified and validated. This paper discusses these issues and provides some perspective on the potential for new and innovative approaches to the development of methods to attack problems in nonlinear unsteady aerodynamics.
Mechanical shocks, particularly pyroshocks, are environments that all spacecraft and launch vehicles experience. Pyroshocks can be challenging design environments for space hardware because these events are often high frequency, high intensity transients. Furthermore, since design decisions must be made relatively early in the design phase, understanding, and accurately defining pyroshock excitation and the loads that it imparts on components is important to ensure the high reliability required of spacecraft and rockets. Here, general guidelines about shock transmission through spacecraft structures are provided in NASA and MIL handbooks and standards, but these are relatively broad guidelines, and recent studies have shown that more accurate and less-conservative predictions are needed. However, predicting shock response accurately is still a challenge because of the high frequencies in a pyroshock excitation.
The ever increasing need for lower density and higher temperature-capable materials for aircraft engines has led to the development of Ceramic Matrix Composites (CMCs). Today's aircraft engines operate with >3000"F gas temperatures at the entrance to the turbine section, but unless heavily cooled, metallic components cannot operate above approx.2000 F. CMCs attempt to push component capability to nearly 2700 F with much less cooling, which can help improve engine efficiency and performance in terms of better fuel efficiency, higher thrust, and reduced emissions. The NASA Glenn Research Center has been researching the benefits of the SiC/SiC CMC for engine applications. A CMC is made up of a matrix material, fibers, and an interphase, which is a protective coating over the fibers. There are several methods or architectures in which the orientation of the fibers can be manipulated to achieve a particular material property objective as well as a particular component geometric shape and size. The required shape manipulation can be a limiting factor in the design and performance of the component if there is a lack of bending capability of the fiber as making the fiber more flexible typically sacrifices strength and other fiber properties. Various analysis codes are available (pcGINA, CEMCAN) that can predict the effective Young's Moduli, thermal conductivities, coefficients of thermal expansion (CTE), and various other properties of a CMC. There are also various analysis codes (NASAlife) that can be used to predict the life of CMCs under expected engine service conditions. The objective of this summer study is to utilize and optimize these codes for examining the tradeoffs between CMC properties and the complex fiber architectures that will be needed for several different component designs. For example, for the pcGINA code, there are six variations of architecture available. Depending on which architecture is analyzed, the user is able to specify the fiber tow size, tow spacing, weave parameter, and angle of orientation of fibers. By holding the volume fraction of the fibers constant, variations in tow spacing can be explored for different architectures. The CMC material properties are usually calculated assuming the component is manufactured perfectly. However, this is typically not the case so that a quantification of the material property variability is needed to account for processing and/or manufacturing imperfections. The overall inputs and outputs are presented using a regression software to rapidly investigate the tradeoffs associated with fiber architecture, material properties, and ultimately cost. This information is then propagated through lifing models and Larson-Miller data to assess timehemperature-dependent CMC strength. In addition, a first order cost estimation will be quantified from a current qualitative perspective. This cost estimation includes the manufacturing challenges, such as tooling, as well as the component cost for a particular application. Ultimately, a cost to performance ratio should be established that compares the effectiveness of CMCs to their current rival, nickel superalloys.
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AlliedSignal Engines, in cooperation with NASA LeRC, completed an evaluation of recently developed aeroelastic computer codes using test cases from the AlliedSignal Engines fan blisk database. Test data for this task includes strain gage, light probe, performance, and steady-state pressure information obtained for conditions where synchronous or flutter vibratory conditions were found to occur. Aeroelastic codes evaluated include the quasi 3-D UNSFLO (developed at MIT and modified to include blade motion by AlliedSignal), the 2-D FREPS (developed by NASA LeRC), and the 3-D TURBO-AE (under development at NASA LeRC). Six test cases each where flutter and synchronous vibrations were found to occur were used for evaluation of UNSFLO and FREPS. In addition, one of the flutter cases was evaluated using TURBO-AE. The UNSFLO flutter evaluations were completed for 75 percent radial span and provided good agreement with the experimental test data. Synchronous evaluations were completed for UNSFLO but further enhancement needs to be added to the code before the unsteady pressures can be used to predict forced response vibratory stresses. The FREPS evaluations were hindered as the steady flow solver (SFLOW) was unable to converge to a solution for the transonic flow conditions in the fan blisk. This situation resulted in all FREPS test cases being attempted but no results were obtained during the present program. Currently, AlliedSignal is evaluating integrating FREPS with our existing steady flow solvers to bypass the SFLOW difficulties. ne TURBO-AE steady flow solution provided an excellent match with the AlliedSignal Engines calibrated DAWES 3-D viscous solver. Finally, the TURBO-AE unsteady analyses also matched experimental observations by predicting flutter for the single test case evaluated.
A coannular jet was equated with a single stream equivalent jet with the same mass flow, energy, and thrust. The acoustic characteristics of the coannular jet were then related to the acoustic characteristics of the single jet. Forward flight effects were included by incorporating a forward exponent, a Doppler amplification factor, and a Strouhal frequency shift. Model test data, including 48 static cases and 22 wind tunnel cases, were used to evaluate the prediction method. For the static cases and the low forward velocity wind tunnel cases, the spectral mean square pressure correlation coefficients were generally greater than 90 percent, and the spectral sound pressure level standard deviation were generally less than 3 decibels. The correlation coefficient and the standard deviation were not affected by changes in equivalent jet velocity. Limitations of the prediction method are also presented.
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High Entropy Alloys (HEAs) are identified candidates for nuclear applications owing to their superb mechanical and thermal properties. In line with evaluating their candidacy, a challenge remains in their validity as structural replacements for extreme environments. Each compositional graded specimen consists up to four different compositions spanning the fueled zone for non-prototypical neutron irradiation testing in the Advanced Test Reactor (ATR) at Idaho National Laboratory (INL). We have fabricated a set of four compositionally graded specimens using spark plasma sintering that include at least five of the following elements: Cr, C, Al, Zr, Mo, Nb, Ta, V, Ti, W, and Fe. In time for this meeting the role of temperature expected to play a role in-pile cladding chemical interactions (FCCI), mechanical interactions (FCMI), irradiation damage, creep, and resistance will be reported. The irradiated portion has a scheduled irradiation date in April 2020 and with post irradiation examination (PIE) to follow.
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Afterbody heating by Mercury spacecraft during reentry determined from skin temperatures
Limited mutual solubility of gases above critical point of least volatile component
Relationship between atmospheric attenuation and the ground temperature and humidity provides a reference from which changes in temperature and humidity will produce a corresponding atmospheric loss figure. Computer program computes atmospheric loss due to water content, given the measured loss and ground temperature and humidity.
Turbulent boundary layer measurements on axisymmetric hypersonic nozzle walls