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At least 109 records · Page 6

Active Control of Transition and Turbulence

Two active means of manipulating boundary-layer flow developed, one controlling laminar-to-turbulent transition, other controlling amplitude of turbulent fluctuation. Purpose to control skin-friction drag over surfaces inside inlets and ducts. Resulting turbulence downstream has lower skin-friction drag than equivalent flow developing over same surfaces in absence of intervention. Heating strips trigger turbulence while transition amplitude and bandwidth controlled by acoustic signal.

Maestrello, Lucio↗

A Collaborative Analysis Tool for Integrating Hypersonic Aerodynamics, Thermal Protection Systems, and RBCC Engine Performance for Single Stage to Orbit Vehicles

Presented is a computer-based tool that connects several disciplines that are needed in the complex and integrated design of high performance reusable single stage to orbit (SSTO) vehicles. Every system is linked to every other system, as is the case of SSTO vehicles with air breathing propulsion, which is currently being studied by NASA. The deficiencies in the scramjet powered concept led to a revival of interest in Rocket-Based Combined-Cycle (RBCC) propulsion systems. An RBCC propulsion system integrates airbreathing and rocket propulsion into a single engine assembly enclosed within a cowl or duct. A typical RBCC propulsion system operates as a ducted rocket up to approximately Mach 3. At this point the transitions to a ramjet mode for supersonic-to-hypersonic acceleration. Around Mach 8 the engine transitions to a scram4jet mode. During the ramjet and scramjet modes, the integral rockets operate as fuel injectors. Around Mach 10-12 (the actual value depends on vehicle and mission requirements), the inlet is physically closed and the engine transitions to an integral rocket mode for orbit insertion. A common feature of RBCC propelled vehicles is the high degree of integration between the propulsion system and airframe. At high speeds the vehicle forebody is fundamentally part of the engine inlet, providing a compression surface for air flowing into the engine. The compressed air is mixed with fuel and burned. The combusted mixture must be expanded to an area larger than the incoming stream to provide thrust. Since a conventional nozzle would be too large, the entire lower after body of the vehicle is used as an expansion surface. Because of the high external temperatures seen during atmospheric flight, the design of an airbreathing SSTO vehicle requires delicate tradeoffs between engine design, vehicle shape, and thermal protection system (TPS) sizing in order to produce an optimum system in terms of weight (and cost) and maximum performance.

Stanley, Thomas Troy↗

A Collaborative Analysis Tool for Integrated Hypersonic Aerodynamics, Thermal Protection Systems, and RBCC Engine Performance for Single Stage to Orbit Vehicles

Presented is a computer-based tool that connects several disciplines that are needed in the complex and integrated design of high performance reusable single stage to orbit (SSTO) vehicles. Every system is linked to every other system, as is the case of SSTO vehicles with air breathing propulsion, which is currently being studied by NASA. An RBCC propulsion system integrates airbreathing and rocket propulsion into a single engine assembly enclosed within a cowl or duct. A typical RBCC propulsion system operates as a ducted rocket up to approximately Mach 3. Then there is a transition to a ramjet mode for supersonic-to-hypersonic acceleration. Around Mach 8 the engine transitions to a scramjet mode. During the ramjet and scramjet modes, the integral rockets operate as fuel injectors. Around Mach 10-12 (the actual value depends on vehicle and mission requirements), the inlet is physically closed and the engine transitions to an integral rocket mode for orbit insertion. A common feature of RBCC propelled vehicles is the high degree of integration between the propulsion system and airframe. At high speeds the vehicle forebody is fundamentally part of the engine inlet, providing a compression surface for air flowing into the engine. The compressed air is mixed with fuel and burned. The combusted mixture must be expanded to an area larger than the incoming stream to provide thrust. Since a conventional nozzle would be too large, the entire lower after body of the vehicle is used as an expansion surface. Because of the high external temperatures seen during atmospheric flight, the design of an airbreathing SSTO vehicle requires delicate tradeoffs between engine design, vehicle shape, and thermal protection system (TPS) sizing in order to produce an optimum system in terms of weight (and cost) and maximum performance. To adequately determine the performance of the engine/vehicle, the Hypersonic Flight Inlet Model (HYFIM) module was designed to interface with the RBCC engine model. HYFIM performs the aerodynamic analysis of forebodies and inlet characteristics of RBCC powered SSTO launch vehicles. HYFIM is applicable to the analysis of the ramjet/scramjet engine operations modes (Mach 3-12), and provides estimates of parameters such as air capture area, shock-on-lip Mach number, design Mach number, compression ratio, etc., based on a basic geometry routine for modeling axisymmetric cones, 2-D wedge geometries. HYFIM also estimates the variation of shock layer properties normal to the forebody surface. The thermal protection system (TPS) is directly linked to determination of the vehicle moldline and the shaping of the trajectory. Thermal protection systems to maintain the structural integrity of the vehicle must be able to mitigate the heat transfer to the structure and be lightweight. Herein lies the interdependency, in that as the vehicle's speed increases, the TPS requirements are increased. And as TPS masses increase the effect on the propulsion system and all other systems is compounded. The need to analyze vehicle forebody and engine inlet is critical to be able to design the RBCC vehicle. To adequately determine insulation masses for an RBCC vehicle, the hypersonic aerodynamic environment and aeroheating loads must be calculated and the TPS thicknesses must be calculated for the entire vehicle. To accomplish this an ascent or reentry trajectory is obtained using the computer code Program to Optimize Simulated Trajectories (POST). The trajectory is then used to calculate the convective heat rates on several locations on the vehicles using the Miniature Version of the JA70 Aerodynamic Heating Computer Program (MINIVER). Once the heat rates are defined for each body point on the vehicle, then insulation thicknesses that are required to maintain the vehicle within structural limits are calculated using Systems Improved Numerical Differencing Analyzer (SINDA) models. If the TPS masses are too heavy for the performance of the vehicle the process may be repeated altering the trajectory or some other input to reduce the TPS mass. E-PSURBCC is an "engine performance" model and requires the specification of inlet air static temperature and pressure as well as Mach number (which it pulls from the HYFIM and POST trajectory files), and calculates the corresponding stagnation properties. The engine air flow path geometry includes inlet, a constant area section where the rocket is positioned, a subsonic diffuser, a constant area afterburner, and either a converging nozzle or a converging-diverging nozzle. The current capabilities of E-PSURBCC ejector and ramjet mode treatment indicated that various complex flow phenomena including multiple choking and internal shocks can occur for combinations of geometry/flow conditions. For a given input deck defining geometry/flow conditions, the program first goes through a series of checks to establish whether the input parameters are sound in terms of a solution path. If the vehicle/engine performance fails mission goals, the engineer is able to collaboratively alter the vehicle moldline to change aerodynamics, or trajectory, or some other input to achieve orbit. The problem described is an example of the need for collaborative design and analysis. RECIPE is a cross-platform application capable of hosting a number of engineers and designers across the Internet for distributed and collaborative engineering environments. Such integrated system design environments allow for collaborative team design analysis for performing individual or reduced team studies. To facilitate the larger number of potential runs that may need to be made, RECIPE connects the computer codes that calculate the trajectory data, aerodynamic data based on vehicle geometry, heat rate data, TPS masses, and vehicle and engine performance, so that the output from each tool is easily transferred to the model input files that need it.

Stanley, Thomas Troy↗

Flow Simulation of Solid Rocket Motors: Sub-Scale Air Flow Simulation of Port Flows - 2

The injection-flow issuing from a porous medium in the cold-flow simulation of internal port flows in solid rocket motors is characterized by a spatial instability termed pseudoturbulence that produces a rather non-uniform (lumpy) injection-velocity profile. The objective of this study is to investigate the interaction between the injection- and the developing axial-flows. The findings show that this interaction generally weakens the lumpy injection profile and affects the subsequent development of the axial flow. The injection profile is found to depend on the material characteristics, and the ensuing pseudoturbulence is a function of the injection velocity, the axial position and the distance from the porous wall. The flow transition (from laminar to turbulent) of the axial-flow is accelerated in flows emerging from smaller pores primarily due to the higher pseudoturbulence produced by the smaller pores in comparison to that associated with larger pores. In flows with rather uniform injection-flow profiles (weak or no pseudoturbulence), the axial and transverse velocity components in the porous duct are found to satisfy the sine/cosine analytical solutions derived from inviscid assumptions. The transition results from the present study are compared with previous results from surveyed literature, and detailed flow development measurements are presented in terms of the blowing fraction, and characterizing Reynolds numbers.

Yeh, Y. P.↗

RAFT: Reconfigurable Array of High-Efficiency Ducted Turbines for Hydrokinetic Energy Harvesting

Diversifying the energy harvesting portfolio is crucial to achieving the ambitious goal of transitioning to clean energy by 2030. Marine hydrokinetic energy has garnered renewed interest due to its high harvesting potential in the U.S., and the resource's reliability and predictability—remaining relatively constant on a daily basis and available 24/7. However, there are currently few commercial devices capable of harnessing the energy from flowing water. This project aims to bridge that gap by designing and evaluating a novel hydrokinetic turbine concept that can efficiently harvest energy from both rivers and tidal streams. The RAFT (Reconfigurable Array of High-Efficiency Ducted Turbines) concept introduces a duct surrounding the turbine rotor and creates an array of small 5-kW units. The duct serves two primary purposes: (1) it enhances hydrodynamic efficiency by accelerating flow to the rotor, and (2) it functions as a structural component, facilitating the formation of modular arrays that lower costs. This project focuses on demonstrating this concept and validating these benefits through simulations and scaled prototype testing. The project team includes 8 faculty members and over 20 students from 3 universities, organized into three core areas: hydrodynamics, electrical systems, and structural analysis, with additional teams dedicated to system integration, environmental assessment and risk management, and tech-to-market strategy. The team successfully demonstrated the increased hydrodynamic efficiency of a ducted turbine compared to an unducted version using high-fidelity simulations and prototype tests. Moreover, design optimization efforts led to surpassing the SHARKS program's goal of 60% reduction of the levelized cost of energy with a significant margin.

13 HYDRO ENERGY↗

Modeling of three-dimensional mixing and reacting ducted flows

A computer code, based upon a finite element solution algorithm, was developed to solve the governing equations for three-dimensional, reacting boundary region, and constant area ducted flow fields. Effective diffusion coefficients are employed to allow analyses of turbulent, transitional or laminar flows. The code was used to investigate mixing and reacting hydrogen jets injected from multiple orifices, transverse and parallel to a supersonic air stream. Computational results provide a three-dimensional description of velocity, temperature, and species-concentration fields downstream of injection. Experimental data for eight cases covering different injection conditions and geometries were modeled using mixing length theory (MLT). These results were used as a baseline for examining the relative merits of other mixing models. Calculations were made using a two-equation turbulence model (k+d) and comparisons were made between experiment and mixing length theory predictions. The k+d model shows only a slight improvement in predictive capability over MLT. Results of an examination of the effect of tensorial transport coefficients on mass and momentum field distribution are also presented. Solutions demonstrating the ability of the code to model ducted flows and parallel strut injection are presented and discussed.

Zelazny, S. W.↗

Achieving Ducts in Conditioned Space

As codes push for greater energy savings, production homebuilders must consider ways to reduce the energy use associated with HVAC system performance. One prominent and effective approach to reduce energy use is the transition of ductwork from unconditioned space (attics, crawlspaces, basements) into conditioned space.

Building America↗

An analysis code for the Rapid Engineering Estimation of Momentum and Energy Losses (REMEL)

Nonideal behavior has traditionally been modeled by defining efficiency (a comparison between actual and isentropic processes), and subsequent specification by empirical or heuristic methods. With the increasing complexity of aeropropulsion system designs, the reliability of these more traditional methods is uncertain. Computational fluid dynamics (CFD) and experimental methods can provide this information but are expensive in terms of human resources, cost, and time. This report discusses an alternative to empirical and CFD methods by applying classical analytical techniques and a simplified flow model to provide rapid engineering estimates of these losses based on steady, quasi-one-dimensional governing equations including viscous and heat transfer terms (estimated by Reynold's analogy). A preliminary verification of REMEL has been compared with full Navier-Stokes (FNS) and CFD boundary layer computations for several high-speed inlet and forebody designs. Current methods compare quite well with more complex method results and solutions compare very well with simple degenerate and asymptotic results such as Fanno flow, isentropic variable area flow, and a newly developed, combined variable area duct with friction flow solution. These solution comparisons may offer an alternative to transitional and CFD-intense methods for the rapid estimation of viscous and heat transfer losses in aeropropulsion systems.

Dechant, Lawrence J.↗

Prediction methods for jet V/STOL propulsion aerodynamics

The current status of prediction methods for propulsive flows and propulsion-induced effects which occur on jet V/STOL aircraft is reviewed. Among the major topics studied are flows in propulsive ducts, propulsion-induced ground and thermal effects, aerodynamic loads induced during V/STOL and transition flight, flow vectoring devices, and thrust augmented ejector and lift-fan studies. The current predictive capability in jet V/STOL propulsion aerodynamics is assessed. Future research needs are identified, with particular reference to activities that can improve the usefulness of prediction methods for jet V/STOL aircraft.

Platzer, M. F.↗

STAN5: A program for numerical computation of two-dimensional internal and external boundary layer flows

A large variety of two dimensional flows can be accommodated by the program, including boundary layers on a flat plate, flow inside nozzles and diffusers (for a prescribed potential flow distribution), flow over axisymmetric bodies, and developing and fully developed flow inside circular pipes and flat ducts. The flows may be laminar or turbulent, and provision is made to handle transition.

Crawford, M. E.↗

Some Aspects of Bifurcation Structure of Laminar Flow in Curved Ducts

A bifurcation study is made of laminar flow in curved ducts. The problem is formulated in a curvilinear coordinate system, and the governing equations, after orthogonal mapping is applied, are solved numerically by an iterative finite-difference method. Many computer runs were made with various duct cross-sections ranging from a circle to a square, to learn the transition of bifurcation structure with this change in cross-section and to reconcile the differences between them. In addition, a simpler technique is proposed to generate symmetric four-cell solutions in a circular pipe and a means is put forward to stabilize four-vortex structures in a complete cross-section.

Kao, Hsiao C.↗

A Wind-Tunnel Investigation of a 4-Foot-Diameter Ducted Fan Mounted on the Tip of a Semispan Wing

Power, wing angle of attack, and the angle of the duct relative to the wing were varied to achieve a specified lift and thrust for a forward velocity range from 0 to 140 knots. In this manner a so-called transition program of steady-state conditions was defined over the velocity range. It was found-that large pitch-up moments resulted when the ducted fan was operated at an angle of attack to the air stream. A deflected vane installed in the high-energy air at the duct exit was helpful in reducing these pitch-up moments. Large downwash angles were induced by the ducted fan at a selected horizontal-tail location. The possibility of using guide vanes in the duct inlet to vary thrust for the purpose of roll control at low forward speeds was examined.The maximum incremental thrust available at zero forward velocity was found to be 11% of the total thrust required at that speed.

Yaggy, Paul F.↗

On propagation of long waves in curved ducts.

Propagation of waves in curved ducts and pipes belong to the class of motion which is characterized by wave patterns totally different from those known in straight ducts or in unlimited space. The curvilinear boundaries are responsible for the appearance of a continuous standing radial wave which in turn affects the transmitted tangential waves. The purpose of this paper is to solve the problem of propagation of long acoustic waves in slightly and sharply bent ducts. This problem has been only partially analyzed by various authors. In this study two acoustic systems are considered which allow determination of the basic modes of motion and describe the transition and distortion of plane waves as they propagate down the curved channel. A detailed study of the behavior of waves in junctions between straight and curved ducts is also given. Solutions and expressions for principal modes of the wave are obtained by using the linearized equation of motion solved for its characteristic values. This original approach required a novel use of Bessel functions to determine the characteristic values of the steady and the decaying fields of motion.

Rostafinski, W.↗

Effects of Wing and Nacelle Modifications on Drag and Wake Characteristics of a Bomber-Type Airplane Model

An investigation of a model of a large four-engine bomber was conducted in the Langley 19-f'oot pressure tunnel to determine the effects of several wing and nacelle modifications on drag characteristics and air­ flow characteristics at the tail. Leading-edge gloves, trailing-edge extensions, and modified nacelle afterbodies were tested individual ly and in combination. The effects of the various modifications were determined by force tests, tuft observations, and turbulence s1ITveys in the region of the tail. Tests were made with fixed and natural transition on the wing and with propellers operating and propellers off. Most of the tests were con- ducted at a Reynolds number of approximately 2.6 x 106. The results indicated that application of certain of the modifications provided worth-while improvements in the characteristics or the model. The flow over the wing and flaps was improved, the drag was reduced, and the turbulence in the region of the tail was reduced. Trailing-edge extensions were the most effective individual modification in improving the flow over the wing with wing flaps neutral, cowl and intercooler flaps clos ed. Modified nacelle afterbodies were the most effectiv8 individual edification in reducing drag with either fixed or natural transition on the wing; however, trailin6-edge extensions were slightly more effective with fixed transition. Combinations of either leading­ or trailing-edge extensions and modified afterbodies were more effective than either modification alone. With cowl and intercooler flaps open, trailing-edge extensions with modified afterbodies provided substantial improvement in flow and drag characteristics. With wing flaps deflected, enclosing the flap behind the inboard nacelle within an extended afterbody or cutting the flaps at the nacelle appeared. to be the most promising methods of improving the f low over the flaps and the tail. Although the results of hot-wire-anenometer surveys were not conclusive in regard to buffeting characteristics, the modifications did educe the turbulence at the tail with wing flaps both neutral and deflected. The modifications, as a rule, were favorable to maximum lift. Appreciable reductions in longitudinal stability of the model were caused by addition of leading -edge gloves and tr ailing -edge extensions.

Neely, Robert H.↗

Aerodynamic stability and control of ducted- propeller aircraft

Test results from studies of small and large powered models of a dual, tandem, ducted-propeller VTOL design are reviewed, with emphasis on stability and control characteristics through the transition speed range. The character­istics are generally satisfactory. Stability augmentation may be required to reduce Dutch roll tendencies. Further study is needed to evaluate the appar­ently large side-force gradients in sideslip. Reductions in control effective­ness due to ground proximity are similar to those for tilt-wing V /STOL designs.

AERODYNAMIC STABILITY↗

Development of Additively Manufactured Complex Tools for Autoclave Cure Composites

IACMI Project 4.9, Tooling for Composites with Washout Features Produced by Additive Manufacturing, assembled a team including the industry lead, Ability Composites, NREL and Colorado State University (CSU). Ability Composites had originally expressed interest in alternate methods of producing tooling for composite parts. In follow-up discussions, it became clear that one of the bigger tooling challenges revolved around small production volume composite parts that were tooled on washout material due to the complex geometry. To build an understanding of the potential, both from a technology and a cost perspective, for replacing conventional washout tooling with 3D printed thermoplastic tooling, a number of commercially available dissolvable FDM printing materials were evaluated, leading to tooling representative of commercial articles of interest to Ability Composites. Ultimately, Ability Composites was able to directly compare autoclave processed prepreg composite parts produced on conventional washout tooling to composite parts molded on 3D printed dissolvable tooling produced at CSU. Small, laboratory test specimens were developed to investigate the structural performance of the candidate materials under autoclave processing conditions, which were nominally 121 °C (250 °F) and 345 kPa (50 psi). In addition, several internal structural configurations (infills) were evaluated under autoclave conditions using model materials. The results of these tests indicated that two materials, Stratasys ST 130 and Infinite Materials Solutions Aquasys 180 (AQ 180), were the best candidates, given the specified autoclave processing conditions. ST-130 was slightly more robust than AQ-180; however, the AQ-180 was carried forward as it was dissolvable in water, not requiring the basic solution needed to dissolve ST-130. Based on the preliminary material and 3D printed structures evaluations, larger tools with a truncated square pyramid geometry were created to produce prepreg composite test articles for 3D printed dissolvable tool evaluation under standard autoclave fabrication conditions. Two tools were manufactured using ST-130 and one tool using traditional ceramic washout tooling media. The tools were evaluated for geometric fidelity and surface roughness changes before and after carbon fiber/epoxy prepreg composites were manufactured on the tooling. The autoclave processing did not impact the geometry significantly and was completed at 121 °C and 345 kPa, indicating satisfactory tool performance. The results from surface roughness testing of both the resulting composite and the associated tooling indicated that an adequate surface resulted without the need for a surface sealing step, as was required for the conventional washout tooling. Based on results of the truncated pyramid tests as a basis, ST-130, AQ-120 and AQ-180 materials were carried forward to the tool geometry of interest to Ability Composites. These hollow rectangular bent ducts, which were complex in nature and not extractable after cure, were used to understand the impacts of tool material and thickness. One ST-130 tool was produced as a partially solid part, with an enclosed 40% dense infill region to reduce weight and material use. This was the same approach evaluated in the truncated pyramid portion of the study. This tool was to be envelope vacuum bagged and directly compared to a monolithic tool of conventional washout material. The traditional monolithic ceramic tool was manufactured by Ability composites using CNC-based subtractive methods. An additional five dissolvable polymer tools, manufactured from ST-130, AQ-120, and AQ-180, using a hollow design were 3D printed and used to produce carbon fiber/epoxy composite evaluation articles. These hollow dissolvable tools were expected to be less influenced by the autoclave conditions as the wall was solid and vacuum bagging was inside and outside the tool. This alternative geometry was also evaluated as an option in techno-economic modeling. Print times were reduced from in excess of 3 days to under 30 hours, while surface quality and and tool integrity were substantially improved in the transition from the partially solid tool to the hollow tooling concept. Ability Composites produced autoclave-cured prepreg ducts on each of these tools. The autoclave conditions utilized were more severe than those of the initial trials, reaching temperatures of 160 °C and a pressure of 414 kPa. Under these conditions, the partially solid 3D printed tool with skin and 40% dense infill crushed significantly; however, the thicker ST-130 hollow tool showed good promise, deforming only slightly. The thinner hollow tool walls were unsuccessful as were the other materials. Overall, the hollow tool manufacturing process saved significant amounts of time and material in manufacturing as compared to the solid ducts and produced composite surface quality improvements compared to the traditional washout tooling. The TEM was developed to allow direct comparisons between conventional washout tool manufacturing processes and those developed at CSU. It also allowed for two separate 3D printed tool geometries to be analyzed and compared. In this case, the square bent duct tool geometry was determined to be representative of common washout tools. This geometry was compared with a scaled-up version of it to assess differences in the two manufacturing processes based on tool size. The model was developed to make use of user input in the form of geometry details, process steps, manufacturing parameters, bulk material costs, capital equipment costs, and general costs to calculate overall labor, material, capital equipment, and energy costs per manufactured tool for the conventional and additive manufacturing processes for the two representative geometries. It was also able to estimate step-by-step process times for the manufacturing process and geometries. Based on significant input from Ability Composites and CSU from their knowledge gained from hands-on manufacturing of the 3D printed bent duct tool geometry, costs and process times were calculated for the two manufacturing processes. Results showed that the additive manufacturing techniques developed at CSU can substantially reduce the costs of tool manufacturing by reducing labor times and material usage. This is because additive manufacturing is a relatively hands-off process and allows for the tool design to be optimized to reduce material usage. The disadvantage, however, is that process times for additive manufacturing are significantly longer. The three-dimensional (3D) printing process is slow if tight tolerances are required, but the analysis did show that print times could be reduced with the hollow tool geometry. Also, further advances in additive manufacturing could expedite the process. Costs and process times for the tool washout process were calculated separately. They showed that costs are relatively insignificant when compared to the overall tool manufacturing processes, but with increases in tool size, costs for the conventional manufacturing approach are larger than for additive manufacturing. Again, the washout process for conventional tools is very hands-on, whereas for additively manufactured tools the print medium is dissolved in an automated detergent bath at the sacrifice of process time. The analysis showed that optimizing the additively manufactured tools may also reduce washout times. Overall, Project 4.9 demonstrated that commercially available dissolvable 3D printing materials exist that can be used to produce dissolvable tooling capable of surviving prepreg composites fabrication under autoclave conditions of 121 °C (250 °F) and 345 kPa (50 psi). An alternative hollow dissolvable tool design was developed which was structurally superior to the initial concept and was cost and time effective versus conventional washout tooling. The 3D printed sacrificial tool required no added surface sealing steps prior to composite part layup and cure, offering a significant advantage over the porous conventional washout tooling.

36 MATERIALS SCIENCE↗

Determination of YAV-8B Reaction Control System bleed flow usage

Using a calibrated Rolls-Royce Pegasus engine, total Reaction Control System (RCS) bleed flow rates have been measured on a YAV-8B Harrier during typical short takeoff, transition, hover and vertical landing maneuvers. Using existing aircraft instrumentation and pressure taps located in the RCS ducts, bleed flow rates at each RCS valve were also measured directly during flight and ground tests. These data were compared with the calibrated engine data and with the RCS part of a YAV-8B mathematical model used in piloted simulation at NASA Ames Research Center. Areas of disagreement were small, being confined to the estimation of closed RCS valve leakages and the modeling of the RCS butterfly valve pressure losses.

Borchers, Paul F.↗

Status of the Combined Cycle Engine Rig

Status for the past year is provided of the turbine-based Combined-Cycle Engine (CCE) Rig for the hypersonic project. As part of the first stage propulsion of a two-stage-to-orbit vehicle concept, this engine rig is designed with a common inlet that supplies flow to a turbine engine and a dual-mode ramjet / scramjet engine in an over/under configuration. At Mach 4 the inlet has variable geometry to switch the airflow from the turbine to the ramjet / scramjet engine. This process is known as inlet mode-transition. In addition to investigating inlet aspects of mode transition, the rig will allow testing of turbine and scramjet systems later in the test series. Fully closing the splitter cowl "cocoons" the turbine engine and increases airflow to the scramjet duct. The CCE Rig will be a testbed to investigate integrated propulsion system and controls technology objectives. Four phases of testing are planned to 1) characterize the dual inlet database, 2) collect inlet dynamics using system identification techniques, 3) implement an inlet control to demonstrate mode-transition scenarios and 4) demonstrate integrated inlet/turbine engine operation through mode-transition. Status of the test planning and preparation activities is summarized with background on the inlet design and small-scale testing, analytical CFD predictions and some details of the large-scale hardware. The final stages of fabrication are underway.

Saunders, Dave↗