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At least 1,153 records · Page 64
All sourcesNASA NTRSDOE OSTI
NASA NTRS1978

Quiet Clean Short-haul Experimental Engine (QCSEE) over-the-wing engine and control simulation results

A hybrid-computer simulation of the over the wing turbofan engine was constructed to develop the dynamic design of the control. This engine and control system includes a full authority digital electronic control using compressor stator reset to achieve fast thrust response and a modified Kalman filter to correct for sensor failures. Fast thrust response for powered-lift operations and accurate, fast responding, steady state control of the engine is provided. Simulation results for throttle bursts from 62 to 100 percent takeoff thrust predict that the engine will accelerate from 62 to 95 percent takeoff thrust in one second.

Source record↗
NASA NTRS1989

Temporal features of the outflow of heavy ionospheric ions in response to a high altitude plasma cavity

Using a hydrodynamic model for the plasma, it is demonstrated that the auroral plasma cavity is capable of drawing an appreciably large flux of oxygen ions, which are normally gravitationally bound. This escape mechanism of O(+) does not involve any additional heating or acceleration of the plasma in the ionosphere. The temporal evolution of the outflow shows that it starts near the cavity and penetrates into the ionosphere with a flux front moving down with the ion-acoustic speed. A steady outflow is reached in a few hours for a cavity at a height of one R(e) if the cavity is maintained. This time reduces to less than 1 hour for cavity heights less than 3000 km. During the transient state the outflux can appreciably exceed that in the steady state. In view of the horizontal convection, the transient outflow is of special significance. As the cavity descends, the ionospheric flux of O(+) increases; for the lower edge of the cavity in the altitude range 3000-10,000 km, the steady flux is found to be in the range 10 to the 7th to 10 to the 9th. An analysis for the steady state shows that outflow is controlled by the density scale height in the cavity.

Singh, Nagendra↗
NASA NTRS1998

A Compendium of Wind Statistics and Models for the NASA Space Shuttle and Other Aerospace Vehicle Programs

The wind profile with all of its variations with respect to altitude has been, is now, and will continue to be important for aerospace vehicle design and operations. Wind profile databases and models are used for the vehicle ascent flight design for structural wind loading, flight control systems, performance analysis, and launch operations. This report presents the evolution of wind statistics and wind models from the empirical scalar wind profile model established for the Saturn Program through the development of the vector wind profile model used for the Space Shuttle design to the variations of this wind modeling concept for the X-33 program. Because wind is a vector quantity, the vector wind models use the rigorous mathematical probability properties of the multivariate normal probability distribution. When the vehicle ascent steering commands (ascent guidance) are wind biased to the wind profile measured on the day-of-launch, ascent structural wind loads are reduced and launch probability is increased. This wind load alleviation technique is recommended in the initial phase of vehicle development. The vehicle must fly through the largest load allowable versus altitude to achieve its mission. The Gumbel extreme value probability distribution is used to obtain the probability of exceeding (or not exceeding) the load allowable. The time conditional probability function is derived from the Gumbel bivariate extreme value distribution. This time conditional function is used for calculation of wind loads persistence increments using 3.5-hour Jimsphere wind pairs. These increments are used to protect the commit-to-launch decision. Other topics presented include the Shuttle Shuttle load-response to smoothed wind profiles, a new gust model, and advancements in wind profile measuring systems. From the lessons learned and knowledge gained from past vehicle programs, the development of future launch vehicles can be accelerated. However, new vehicle programs by their very nature will require specialized support for new databases and analyses for wind, atmospheric parameters (pressure, temperature, and density versus altitude), and weather. It is for this reason that project managers are encouraged to collaborate with natural environment specialists early in the conceptual design phase. Such action will give the lead time necessary to meet the natural environment design and operational requirements, and thus, reduce development costs.

Smith, O. E.↗
NASA NTRS2008

The International Heliophysical Year

It is now widely recognized that evolution in the solar system proceeds through a set of Universal Processes, i.e. reconnection, particle acceleration, plasma wave generation and propagation, etc. By studying these Universal Processes together, in diverse environments, and in a comparative way, new scientific insights will be gained. This is perhaps best understood by citing a few examples: (I) Shocks are observed in situ in the interplanetary medium, shocks are believed to play a role in the acceleration of particles in the solar corona, and standing bow shocks and termination shocks separate the major regions in the heliosphere. Shock formation, and particle acceleration are universal processes. (2) Aurorae are observed on Earth, Saturn, and Jupiter, and Jovian auroral "footprints" have been observed on 10, Ganymede and Europa. The formation of aurorae is observed to be the universal response of a magnetized body in the solar wind. The International Heliophysical Year (IHY) specifically highlights the cross-disciplinary study of universal physical processes in the solar system, observed in a variety of settings. The study of these processes will provide new insights that will lead to a better understanding of the universal processes in the solar system that affect the interplanetary and planetary environments, and pave the way for safe human space travel to the Moon and planets in the future, and it will serve to inspire the next generation of space physicists.

Davila, Joseph M.↗
NASA NTRS2011

Radiation Design of Ion Mass Spectrometers

In the harsh radiation environment of Jupiter and with the JUpiter ICy moon Explorer (JUICE) mission including two Europa flybys where local intensities are approx. 150 krad/month behind 100 mils of Al shielding, so background from penetrating radiation can be a serious issue for detectors inside an Ion Mass Spectrometer (IMS). This can especially be important for minor ion detection designs. Detectors of choice for time-of-flight (TOF) designs are microchannel plates (MCP) and some designs may include solid state detectors (SSD). The standard approach is to use shielding designs so background event rates are low enough that the detector max rates and lifetimes are first not exceeded and then the more stringent requirement that the desired measurement can successfully be made (i.e., desired signal is sufficiently greater than background noise after background subtraction is made). GEANT codes are typically used along with various electronic techniques, but such designs need to know how the detectors will respond to the simulated primary and secondary radiations produced within the instrument. We will be presenting some preliminary measurements made on the response of MCPs to energetic electrons (20 ke V to 1400 ke V) using a Miniature TOF (MTOF) device and the High Energy Facility at Goddard Space Flight Center which has a Van de Graaff accelerator.

Sittler, Ed↗
NASA NTRS2019

Jumping the Queue: From NASA to the Commercial Cloud

NASA's High-End Computing Capability (HECC) Project has made it possible for its users to run on commercial cloud resources in a seamless way. In the first of three phases, we implemented a pilot project for a few users, enabling them to “jump the queue” and burst jobs from the HECC environment to Amazon Web Services (AWS). By using GPU-accelerated nodes at AWS, the users were able to make significant advances in their research. The second phase of the project made AWS access available to all HECC users and added accounting to make users responsible for cloud charges. We are also enabling export-controlled work through the use of AWS GovCloud. In the third phase, we will add web-based mechanisms to permit non-HECC users to access cloud resources for their HPC projects.

Hood, Robert↗
NASA NTRS1961

A Study of Longitudinal Control Problems at Low and Negative Damping and Stability with Emphasis on Effects of Motion Cues

As part of a general investigation to determine the effects of simulator motions on pilot opinion and task performance over a wide range of vehicle longitudinal dynamics, a cooperative NASA-AMAL program was conducted on the centrifuge at Johnsville, Pennsylvania. The test parameters and measurements for this program duplicated those of earlier studies made at Ames Research Center with a variable-stability airplane and with a pitch-roll chair flight simulator. Particular emphasis was placed on the minimum basic damping and stability the pilots would accept and on the minimum dynamics they considered controllable in the event of stability-augmentation system failure. Results of the centrifuge-simulator program indicated that small positive damping was required by the pilots over most of the frequency range covered for configurations rated acceptable for emergency conditions only (e.g., failure of a pitch damper). It was shown that the pilot's tolerance for unstable dynamics was dependent primarily on the value of damping. For configurations rated acceptable for emergency operation only, the allowable instability and damping corresponded to a divergence time to double amplitude of about 1 second. Comparisons were made of centrifuge, pitch-chair and fixed-cockpit simulator tests with flight tests. Pilot ratings indicated that the effects of incomplete or spurious motion cues provided by these three modes of simulation were important only for high-frequency, lightly damped dynamics or unstable, moderately damped dynamics. The pitch- chair simulation, which provided accurate angular-acceleration cues to the pilot, compared most favorably with flight. For the centrifuge simulation, which furnished accurate normal accelerations but spurious pitching and longitudinal accelerations, there was a deterioration of pilots' opinion relative to flight results. Results of simulator studies with an analog pilot replacing the human pilot illustrated the adaptive capability of human pilots in coping with the wide range of vehicle dynamics and the control problems covered in this study. It was shown that pilot-response characteristics, deduced by the analog-pilot method, could be related to pilot opinion. Possible application of these results for predicting flight-control problems was illustrated by means of an example control-problem analysis. The results of a brief evaluation of a pencil-type side-arm controller in the centrifuge showed a considerable improvement in the pilots' ability to cope with high-frequency, low-damping dynamics, compared to results obtained with the center stick. This improvement with the pencil controller was attributed primarily to a marked reduction in the adverse effects of large and exaggerated pitching and longitudinal accelerations on pilot control precision.

Sadoff, Melvin↗
NASA NTRS1986

Biomedical support of man in space

The effects of G and/or exercise on cardiopulmonary adjustments to stresses are studied. The control of the cardiopulmonary system is examined using simulated microgravity (recumbency, immersion, lower body positive pressure, and 6-deg head-down tilt) and increased acceleration. It is observed that at rest and during exercise in simulated zero-6 environments, the stroke volume and cardiac output are initially increased and then (after prolonged exposure) return to prezero-G levels. Cardiovascular responses to increased gravity (1, 2, and 3 G) at rest and during exercise are analyzed; a decrease in plasma volume resulting in decreases in stroke volume and cardiac output, and an increase in heart rate are detected.

Pendergast, D. R.↗
NASA NTRS1993

Differences in Otolith and Abdominal Viscera Graviceptor Dynamics: Implications for Motion Sickness and Perceived Body Position

Human graviceptors, located in the trunk by Mittelstaedt probably transduce acceleration by abdominal viscera motion. As demonstrated previously in biodynamic vibration and impact tolerance research the thoraco-abdominal viscera exhibit a resonance at 4 to 6 Hz. Behavioral observations and mechanical models of otolith graviceptor response indicate a phase shift increasing with frequency between 0.01 and O.5 Hz. Consequently the potential exists for intermodality sensory conflict between vestibular and visceral graviceptor signals at least at the mechanical receptor level. The frequency range of this potential conflict corresponds with the primary frequency range for motion sickness incidence in transportation, in subjects rotated about Earth-horizontal axes (barbecue spit stimulation) and in periodic parabolic flight microgravity research and also for erroneous perception of vertical oscillations in helicopters. We discuss the implications of this hypothesis for previous self motion perception research and suggestions for various future studies.

vonGierke, Henning E.↗
NASA NTRS2007

Hypovolemia Induced Orthostatic Hypotension in Presyncopal Astronauts and Normal Subjects Relates to Hypo-Sympathetic Responsiveness

Circulating blood volume is reduced during spaceflight, leaving astronauts hemodynamically compromised after landing. Because of this hypovolemia, crew members are able to withstand a postflight 10 minute upright tilt test only if they are able to mount a hyper-sympathetic response. Previous work from this laboratory has shown that about 30% of astronauts, primarily female, have postflight sympathetic responses to tilt that are equal to or less than their preflight responses and thus, they become presyncopal. Part of the mission of the cardiovascular lab at the Johnson Space Center is to identify susceptible crewmembers before flight so that individualized countermeasures can be prescribed. The goal of this study was to develop a ground based model of hypovolemia that could be used for this purpose We tested the hypothesis that hypovolemia alone, in the absence of spaceflight, would reproduce the landing day rate of presyncope during upright tilt in normal volunteers. Further, we hypothesized that, during hypovolemia, subjects who had sympathetic responses that were equal to or less than their normovolemic responses would become presyncopal during upright tilt tests. We studied 20 subjects, 13 male and 7 female, on two separate occasions: during normovolemia and hypovolemia. We induced hypovolemia with intravenous furosemide 40 hours prior to the experiment day, followed by a 10MEq Na diet. On the normovolemia and hypovolemia test days, plasma volume, tilt tolerance and supine and standing arterial pressure, heart rate and plasma norepinephrine levels were measured. A two factor, repeated measures analysis of variance was performed to examine the differences between group (presyncopal vs. non-presyncopal) and day (normovolemia vs. hypovolemia) effects. There were no differences in baseline arterial pressure between normovolemia and hypovolemia or between presyncopal and non-presyncopal groups, but heart rates were higher with hypovolemia in both groups (presyncopal: 70 5 bpm vs. 63 3 bpm, P = 0.003, non-presyncopal: 59 2 bpm vs. 52 2 bpm, P = 0.003). Similar to patterns reported after flight, non-presyncopal subjects had greater norepinephrine responses to tilt during hypovolemia compared to normovolemia (580 79 vs. 298 37 pg/ml, P < 0.05), but presyncopal subjects did not (180 44 vs. 145 32 pg/ml, P = NS). This new model has the potential to accelerate the development of countermeasures and save flight resources. It can be used to identify astronauts who will become presyncopal on landing day, so that prospective, individualized countermeasures can be developed. In addition, it can also be used to screen candidate countermeasures prior to requests for bed rest or inflight resources.

Meck, Janice V.↗
NASA NTRS2016

Constraints on LISA Pathfinder's Self-Gravity: Design Requirements, Estimates and Testing Procedures

LISA Pathfinder satellite was launched on 3 December 2015 toward the Sun Earth first Lagrangian point (L1) where the LISA Technology Package (LTP), which is the main science payload, will be tested. LTP achieves measurements of differential acceleration of free-falling test masses (TMs) with sensitivity below 3 x 10(exp -14) m s(exp -2) Hz(exp - 1/2) within the 130 mHz frequency band in one dimension. The spacecraft itself is responsible for the dominant differential gravitational field acting on the two TMs. Such a force interaction could contribute a significant amount of noise and thus threaten the achievement of the targeted free-fall level. We prevented this by balancing the gravitational forces to the sub nm s(exp -2) level, guided by a protocol based on measurements of the position and the mass of all parts that constitute the satellite, via finite element calculation tool estimates. In this paper, we will introduce the gravitational balance requirements and design, and then discuss our predictions for the balance that will be achieved in flight.

Armano, M.↗
NASA NTRS2018

Finite Element Simulations of Two Vertical Drop Tests of F-28 Fuselage Sections

In March 2017, a vertical drop test of a forward fuselage section of a Fokker F-28 MK4000 aircraft was conducted as part of a joint NASA/FAA project to investigate the performance of transport aircraft under realistic crash conditions. In June 2017, a vertical drop test was conducted of a wing-box fuselage section of the same aircraft. Both sections were configured with two rows of aircraft seats, in a triple-double configuration. A total of ten Anthropomorphic Test Devices (ATDs) were secured in seats using standard lap belt restraints. The forward fuselage section was also configured with luggage in the cargo hold. Both sections were outfitted with two hat racks, each with added ballast mass. The drop tests were performed at the Landing and Impact Research facility located at NASA Langley Research Center in Hampton, Virginia. The measured impact velocity for the forward fuselage section was 346.8-in/s onto soil. The wing-box section was dropped with a downward facing pitch angle onto a sloping soil surface in order to create an induced forward acceleration in the airframe. The vertical impact velocity of the wing-box section was 349.2-in/s. A second objective of this project was to assess the capabilities of finite element simulations to predict the test responses. Finite element models of both fuselage sections were developed for execution in LS-DYNA(Registered Trademark), a commercial explicit nonlinear transient dynamic code. The models contained accurate representations of the airframe structure, the hat racks and hat rack masses, the floor and seat tracks, the luggage in the cargo hold for the forward section, and the detailed under-floor structure in the wing-box section. Initially, concentrated masses were used to represent the inertial properties of the seats, restraints, and ATD occupants. However, later simulations were performed that included finite element representations of the seats, restraints, and ATD occupants. These models were developed to more accurately replicate the seat loading of the floor and to enable prediction of occupant impact responses. Models were executed to generate analytical predictions of airframe responses, which were compared with test data to validate the model. Comparisons of predicted and experimental structural deformation and failures were made. Finally, predicted and experimental soil deformation and crater depths were also compared for both drop test configurations.

Jackson, Karen E.↗
NASA NTRS2019

Vestibulo-Spinal Pathways in Tetrapods: Chapter - 6.26

The vestibulospinal system provides the spinal motor circuits controlling head/neck and limb movements and body posture with rapid reflex adjustments to maintain equilibrium and stability and with a continuous essential excitatory drive, called tonus, to enhance reactive responses to perturbations that force the animal off normal posture. The sensory signals to these reflex circuits originate from hair cells in the inner ear of otolith structures, namely the utricle and saccule, that transduce inertial acceleration and orientation of the head with respect to gravity and in the three orthogonally arranged semicircular canals that transduce angular head rotation. The principal vestibulospinal pathways are 1) the medial vestibulospinal tract that descends in the ventromedial funiculus and innervates inter- and motoneurons located mainly in lamina VII, VIII, and dorsomedial IX throughout the cervical segments; and 2) the lateral vestibulospinal tracts that course in the lateral to ventrolateral funiculi and are distinguished by two divisions: i) a cervical-projecting tract that overlaps many of the targets of medial vestibulospinal tract neurons including the motoneurons in ventromedial IX and also contributes to reflex control of shoulder and forelimb (arm) muscles; and ii) a lumbosacral-projecting tract that provides a rapid input to maintain stable posture and reflex control of the lower body. A striking observation in understanding the functional organization of this sensory-motor system is both that the driving sensory input can be dynamically modified by the behavioral context in which the sensation is made and that it remains able to quickly respond to an external force during self-generated head movements. The structural basis for vestibulospinal inputs to spinal motor control circuits in quadrupeds and bipeds rely in part on the animal's need for coordination between fore- and hind-limb reflex movements. Understanding the sensory-to-motor transformations in the diverse species rely on the correlations of the conserved and unique species behavior, morphology and physiologic function.

Spinal Cord↗
NASA NTRS1996

Cerebrovascular Responses During Lower Body Negative Pressure-Induced Presyncope

Reduced orthostatic tolerance is commonly observed after space flight, occasionally causing presyncopal conditions. Although the cerebrovascular system may play an important role in presyncope, there have been few reports concerning cerebral hemodynamics during presyncope. The purpose of this study was to investigate cerebrovascular responses during presyncope induced by lower body negative pressure (LBNP). Seven healthy male volunteers were exposed to LBNP in steps of -10 mmHg every 3 min until presyncopal symptoms were detected. Blood pressure (BP) and heart rate (HR) were measured with a finger cuff. Cerebral tissue oxy- and deoxy- hemoglobin (Hb) concentrations were estimated using near infrared spectroscopy (NIRS). Cerebral blood flow (CBF) velocity at the middle cerebral artery was measured with Transcranial Doppler Sonography (TCD). We focused on the data during the 2 min before endpoint. BP marked a gradual decrease (91 to 86 mmHg from 2 min to 30 sec before endpoint), which was accelerated along with HR decrease during the final 30 sec (86 to 71 mmHg). Cerebral oxy-Hb concentration decreases as presyncope is approached while total-Hb concentration remains fairly constant. TCD reveals a decrease in the CBF velocity. The TCD and NIRS results suggest that CBF decreases along with the BP decrease. Cerebrovascular responses during presyncope are closely related to cardiovascular responses.

Kuriyama, Kana↗
NASA NTRS1995

Inertial acceleration as a measure of linear vection: An alternative to magnitude estimation

The present study focused on the development of a procedure to assess perceived self-motion induced by visual surround motion - vection. Using an apparatus that permitted independent control of visual and inertial stimuli, prone observers were translated along their head x-axis (fore/aft). The observers' task was to report the direction of self-motion during passive forward and backward translations of their bodies coupled with exposure to various visual surround conditions. The proportion of 'forward' responses was used to calculate each observer's point of subjective equality (PSE) for each surround condition. The results showed that the moving visual stimulus produced a significant shift in the PSE when data from the moving surround condition were compared with the stationary surround and no-vision condition. Further, the results indicated that vection increased monotonically with surround velocities between 4 and 40/s. It was concluded that linear vection can be measured in terms of changes in the amplitude of whole-body inertial acceleration required to elicit equivalent numbers of 'forward' and 'backward' self-motion reports.

Carpenter-Smith, Theodore R.↗
NASA NTRS2017

Development of a Continuum Damage Mechanics Material Model of a Graphite-Kevlar(Registered Trademark) Hybrid Fabric for Simulating the Impact Response of Energy Absorbing Kevlar(Registered Trademark) Hybrid Fabric for Simulating the Impact Response of Energy Absorbing

This paper describes the development of input properties for a continuum damage mechanics based material model, Mat 58, within LS-DYNA(Registered Trademark) to simulate the response of a graphite-Kevlar(Registered Trademark) hybrid plain weave fabric. A limited set of material characterization tests were performed on the hybrid graphite-Kevlar(Registered Trademark) fabric. Simple finite element models were executed in LS-DYNA(Registered Trademark) to simulate the material characterization tests and to verify the Mat 58 material model. Once verified, the Mat 58 model was used in finite element models of two composite energy absorbers: a conical-shaped design, designated the "conusoid," fabricated of four layers of hybrid graphite-Kevlar(Registered Trademark) fabric; and, a sinusoidal-shaped foam sandwich design, designated the "sinusoid," fabricated of the same hybrid fabric face sheets with a foam core. Dynamic crush tests were performed on components of the two energy absorbers, which were designed to limit average vertical accelerations to 25- to 40-g, to minimize peak crush loads, and to generate relatively long crush stroke values under dynamic loading conditions. Finite element models of the two energy absorbers utilized the Mat 58 model that had been verified through material characterization testing. Excellent predictions of the dynamic crushing response were obtained.

Jackson, Karen E.↗
NASA NTRS2016

Prompt Acceleration of Magnetospheric Electrons to Ultrarelativistic Energies by the 17 March 2015 Interplanetary Shock

Trapped electrons in Earth's outer Van Allen radiation belt are influenced profoundly by solar phenomena such as high-speed solar wind streams, coronal mass ejections (CME), and interplanetary (IP) shocks. In particular, strong IP shocks compress the magnetosphere suddenly and result in rapid energization of electrons within minutes. It is believed that the electric fields induced by the rapid change in the geomagnetic field are responsible for the energization. During the latter part of March 2015, a CME impact led to the most powerful geomagnetic storm (minimum Dst = −223 nT at 17 March, 23 UT) observed not only during the Van Allen Probe era but also the entire preceding decade. Magnetospheric response in the outer radiation belt eventually resulted in elevated levels of energized electrons. The CME itself was preceded by a strong IP shock whose immediate effects vis-a-vis electron energization were observed by sensors on board the Van Allen Probes. The comprehensive and high-quality data from the Van Allen Probes enable the determination of the location of the electron injection, timescales, and spectral aspects of the energized electrons. The observations clearly show that ultrarelativistic electrons with energies E greater than 6 MeV were injected deep into the magnetosphere at L approximately equals 3 within about 2 min of the shock impact. However, electrons in the energy range of approximately equals 250 keV to approximately equals 900 keV showed no immediate response to the IP shock. Electric and magnetic fields resulting from the shock-driven compression complete the comprehensive set of observations that provide a full description of the near-instantaneous electron energization.

radiation belts↗
NASA NTRS1993

Compressibility effects on rotor forces in the leakage path between a shrouded pump impeller and its housing

A modified approach to Childs' previous work on fluid-structure interaction forces in the leakage path between an impeller shroud and its housing is presented in this paper. Three governing equations consisting of continuity, path-momentum, and circumferential-momentum equations were developed to describe the leakage path inside a pump impeller. Radial displacement perturbations were used to solve for radial and circumferential force coefficients. In addition, impeller-discharge pressure disturbances were used to obtain pressure oscillation responses due to precessing impeller pressure wave pattern. Childs' model was modified from an incompressible model to a compressible barotropic-fluid model (the density of the working fluid is a function of the pressure and a constant temperature only). Results obtained from this model yielded interaction forces for radial and circumferential force coefficients. Radial and circumferential forces define reaction forces within the impeller leakage path. An acoustic model for the same leakage path was also developed. The convective, Coriolis, and centrifugal acceleration terms are removed from the compressible model to obtain the acoustics model. A solution due to impeller discharge pressure disturbances model was also developed for the compressible and acoustics models. The results from these modifications are used to determine what effects additional perturbation terms in the compressible model have on the acoustic model. The results show that the additional fluid mechanics terms in the compressible model cause resonances (peaks) in the force coefficient response curves. However, these peaks only occurred at high values of inlet circumferential velocity ratios greater than 0.7. The peak pressure oscillation was shown to occur at the wearing ring seal. Introduction of impeller discharge disturbances with n = 11 diametral nodes showed that maximum peak pressure oscillations occurred at nondimensional precession frequencies of f = 6.4 and f = 7.8 for this particular pump. Bolleter's results suggest that for peak pressure oscillations to occur at the wearing ring seal, the nondimensional excitation frequency should be on the order of f = 2.182 for n = 11. The resonances found in this research do not match the excitation frequencies predicted by Bolleter. At the predicted peak excitation frequencies given by Bolleter, the compressible model shows an attenuation of the pressure oscillations at the seal exit. The compressibility of the fluid does not have a significant influence on the model at low values of nondimensional excitation frequency. At high values of nondimensional frequency, the effects of compressibility become more significant. For the acoustic analysis, the convective, Coriolis, and centrifugal acceleration terms do affect the results to a limited extent for precession excitation and to a large extent for a pressure excitation when the fluid operates at relatively high Mach numbers.

Cao, Nhai The↗