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At least 127 records · Page 7
All sourcesNASA NTRSDOE OSTI
NASA NTRS1993

Resin blending for toughness in balloon films

The influence of chain architecture on toughness is examined by testing blends of HDPE with different types of low density PEs. The LDPE and LLDPE used have reported similar molecular weights, and densities. Two structural factors differentiate these polymers, long chain branching is peculiar to LDPE, and the short chain branching distribution of the two polymers are different. LDPE has branches which are evenly distributed among all chains. In contrast, the short chain branches in LLDPE are distributed heterogeneously. LLDPE and ULDPE have similar branch distributions but, ULDPE has a higher average number of branches per 1000 carbons and consequently a lower density. The effect which these structural differences have on mechanical properties can be used to investigate which parameters control toughness in PE materials.

Farr, M. P.↗
NASA NTRS1946

The Knock-Limited Performance of Fuel Blends Containing Spiropentane, Methylenecyclobutane, Di-Tert-Butyl Ether, Methyl Tert-Butyl Ether, and Triptane

Tests show that at inlet-air temperatures of 250 deg F and 100 deg F the knock-limited performance of the base fuel of blends, leaded with 4 ml TEL per gallon and containing 20 percent spiropentane, was reduced at fuel/air ratios below 0.085. The 20 percent methylenecyclobutane reduced the knock-limited power of the base fuel at fuel/air ratios below 0.112. Di-tert-butyl ether, methyl-tert-butyl ether, and triptane increased the knock-limited power of the base fuel at all fuel/air ratios and at both temperatures.

FUELS-BUTYL ETHER↗
NASA NTRS1946

The Knock-Limited Performance of Fuel Blends Containing Aromatics V : N-Propylbenzene, N-Butylbenzene, Isobutylbenzene, M-Xylene, and 1-Isopropyl-4-Methylbenzene

Results are reported of knock-limited tests of five aromatics, each individually blended with selected base fuels and tested with and without TEL, using 17.6, F-4, and F-3 small-scale engines. The five aromatics rated in the following order of decreasing antiknock effectiveness at fuel/air ratio 0.10: m-xylene, 1-isopropyl-4-methylbenzene, n-propylbenzene, isobutylbenzene, and n-butylbenzene.

FUELS - ISOPROPYLMETHYLBENZENE↗
NASA NTRS1996

Evolution of the revolutionary blended-wing-body

The Blended-Wing-Body (BWB) airplane concept represents a potential revolution in subsonic transport efficiency for Very Large Airplanes (VLA's). NASA is sponsoring an advanced concept study to demonstrate feasibility and begin development of this new class of airplane. In this study, 800 passenger BWB and conventional configuration airplanes have been compared for a 7000 nautical mile design range, where both airplanes are based on technology keyed to 2015 entry into service. The BWB has been found to be superior to the conventional configuration in the following areas: Fuel Burn--31% lower, Takeoff Weight -- 1 3% lower, Operating Empty Weight -- 10% lower, Total Thrust -- 16% lower, and Lift/Drag --35% higher. The BWB advantage results from a double deck cabin that extends spanwise providing structural and aerodynamic overlap with the wing. This reduces the total wetted area of the airplane and allows a high aspect ratio to be achieved, since the deep and stiff centerbody provides efficient structural wingspan. Further synergy is realized through buried engines that ingest the wing's boundary layer, and thus reduce effective ram drag. Relaxed static stability allows optimal span loading, and an outboard leading-edge slat is the only high-lift system required.

Liebeck, Robert H.↗
NASA NTRS1959

Investigation at Mach Numbers of 0.20 to 3.50 of a Blended Diamond Wing and Body Combination of Sonic Design but with Low Wave-Drag Increase with Increasing Mach Number

A diamond wing and body combination was designed to have an area distribution which would result in near optimum zero-lift wave-drag coefficients at a Mach number of 1.00, and decreasing wave-drag coefficient with increasing Mach number up to near sonic leading-edge conditions for the wing. The airfoil section were computed by varying their shape along with the body radii (blending process) to match the selected area distribution and the given plan form. The exposed wing section had an average maximum thickness of about 3 percent of the local chords, and the maximum thickness of the center-line chord was 5.49 percent. The wing had an aspect ratio of 2 and a leading-edge sweep of 45 deg. Test data were obtained throughout the Mach number range from 0.20 to 3.50 at Reynolds numbers based on the mean aerodynamic chord of roughly 6,000,000 to 9,000,000. The zero-lift wave-drag coefficients of the diamond model satisfied the design objectives and were equal to the low values for the Mach number 1.00 equivalent body up to the limit of the transonic tests. From the peak drag coefficient near M = 1.00 there was a gradual decrease in wave-drag coefficient up to M = 1.20. Above sonic leading-edge conditions of the wing there was a rise in the wave-drag coefficient which was attributed in part to the body contouring as well as to the wing geometry. The diamond model had good lift characteristics, in spite of the prediction from low-aspect-ratio theory that the rear half of the diamond wing would carry little lift. The experimental lift-curve slope obtained at supersonic speeds were equal to or greater than the values predicted by linear theory. Similarly the other basic aerodynamic parameters, aerodynamic center position, and maximum lift-drag ratios were satisfactorily predicted at supersonic speeds.

Holdaway, George H.↗
NASA NTRS1999

Automated Propellant Blending

An automated propellant blending apparatus and method uses closely metered addition of countersolvent to a binder solution with propellant particles dispersed therein to precisely control binder precipitation and particle aggregation. A profile of binder precipitation versus countersolvent-solvent ratio is established empirically and used in a computer algorithm to establish countersolvent addition parameters near the cloud point for controlling the transition of properties of the binder during agglomeration and finishing of the propellant composition particles. The system is remotely operated by computer for safety, reliability and improved product properties, and also increases product output.

Hohmann, Carl W.↗
NASA NTRS1999

Robust Passification via Optimal Sensor Blending and Control Allocation

Robust passification is considered for uncertain linear, time invariant, systems having redundant actuators and sensors. The approach is to obtain optimal sensor blending and control allocation matrices that maximize the region in the parameter space in which the system remains passive. The approach results in a generalized eigenvalue problem consisting of a number of linear matrix inequalities (LMIs). Reduction of the number of LMIs is investigated, and a numerical example is given for demonstrating the approach.

Joshi, S. M.↗
NASA NTRS1999

Robust Passification via Optimal Sensor Blending and Control Allocation

Robust passification is considered for uncertain linear, time invariant systems having redundant actuators and sensors. The approach is to obtain optimal sensor blending and control allocation matrices that maximize the region in the parameter space in which the system remains passive. The approach results in a generalized eigenvalue problem consisting of a number of linear matrix inequalities (LMIs). Reduction of the number of LMIs is investigated, and a numerical example is given for demonstrating the approach.

Joshi, S. M.↗
NASA NTRS2000

Automated Propellant Blending

An automated propellant blending apparatus and method that uses closely metered addition of countersolvent to a binder solution with propellant particles dispersed therein to precisely control binder precipitation and particle aggregation is discussed. A profile of binder precipitation versus countersolvent-solvent ratio is established empirically and used in a computer algorithm to establish countersolvent addition parameters near the cloud point for controlling the transition of properties of the binder during agglomeration and finishing of the propellant composition particles. The system is remotely operated by computer for safety, reliability and improved product properties, and also increases product output.

Hohmann, Carl W.↗
NASA NTRS2002

Analysis, Design and Optimization of Non-Cylindrical Fuselage for Blended-Wing-Body (BWB) Vehicle

Initial results of an investigation towards finding an efficient non-cylindrical fuselage configuration for a conceptual blended-wing-body flight vehicle were presented. A simplified 2-D beam column analysis and optimization was performed first. Then a set of detailed finite element models of deep sandwich panel and ribbed shell construction concepts were analyzed and optimized. Generally these concepts with flat surfaces were found to be structurally inefficient to withstand internal pressure and resultant compressive loads simultaneously. Alternatively, a set of multi-bubble fuselage configuration concepts were developed for balancing internal cabin pressure load efficiently, through membrane stress in inner-stiffened shell and inter-cabin walls. An outer-ribbed shell was designed to prevent buckling due to external resultant compressive loads. Initial results from finite element analysis appear to be promising. These concepts should be developed further to exploit their inherent structurally efficiency.

Mukhopadhyay, V.↗
NASA NTRS2003

Analysis and Test Correlation of Proof of Concept Box for Blended Wing Body-Low Speed Vehicle

The Low Speed Vehicle (LSV) is a 14.2% scale remotely piloted vehicle of the revolutionary Blended Wing Body concept. The design of the LSV includes an all composite airframe. Due to internal manufacturing capability restrictions, room temperature layups were necessary. An extensive materials testing and manufacturing process development effort was underwent to establish a process that would achieve the high modulus/low weight properties required to meet the design requirements. The analysis process involved a loads development effort that incorporated aero loads to determine internal forces that could be applied to a traditional FEM of the vehicle and to conduct detailed component analyses. A new tool, Hypersizer, was added to the design process to address various composite failure modes and to optimize the skin panel thickness of the upper and lower skins for the vehicle. The analysis required an iterative approach as material properties were continually changing. As a part of the material characterization effort, test articles, including a proof of concept wing box and a full-scale wing, were fabricated. The proof of concept box was fabricated based on very preliminary material studies and tested in bending, torsion, and shear. The box was then tested to failure under shear. The proof of concept box was also analyzed using Nastran and Hypersizer. The results of both analyses were scaled to determine the predicted failure load. The test results were compared to both the Nastran and Hypersizer analytical predictions. The actual failure occurred at 899 lbs. The failure was predicted at 1167 lbs based on the Nastran analysis. The Hypersizer analysis predicted a lower failure load of 960 lbs. The Nastran analysis alone was not sufficient to predict the failure load because it does not identify local composite failure modes. This analysis has traditionally been done using closed form solutions. Although Hypersizer is typically used as an optimizer for the design process, the failure prediction was used to help gain acceptance and confidence in this new tool. The correlated models and process were to be used to analyze the full BWB-LSV airframe design. The analysis and correlation with test results of the proof of concept box is presented here, including the comparison of the Nastran and Hypersizer results.

Spellman, Regina L.↗
NASA NTRS2003

Blended Wing Body Systems Studies: Boundary Layer Ingestion Inlets With Active Flow Control

A CFD analysis was performed on a Blended Wing Body (BWB) aircraft with advanced, turbofan engines analyzing various inlet configurations atop the aft end of the aircraft. The results are presented showing that the optimal design for best aircraft fuel efficiency would be a configuration with a partially buried engine, short offset diffuser using active flow control, and a D-shaped inlet duct that partially ingests the boundary layer air in flight. The CFD models showed that if active flow control technology can be satisfactorily developed, it might be able to control the inlet flow distortion to the engine fan face and reduce the powerplant performance losses to an acceptable level. The weight and surface area drag benefits of a partially submerged engine shows that it might offset the penalties of ingesting the low energy boundary layer air. The combined airplane performance of such a design might deliver approximately 5.5% better aircraft fuel efficiency over a conventionally designed, pod-mounted engine.

Geiselhart, Karl A.↗
NASA NTRS2004

Evaluation of a Hydrogen Fuel Cell Powered Blended-Wing-Body Aircraft Concept for Reduced Noise and Emissions

This report describes the analytical modeling and evaluation of an unconventional commercial transport aircraft concept designed to address aircraft noise and emission issues. A blended-wing-body configuration with advanced technology hydrogen fuel cell electric propulsion is considered. Predicted noise and emission characteristics are compared to a current technology conventional configuration designed for the same mission. The significant technology issues which have to be addressed to make this concept a viable alternative to current aircraft designs are discussed. This concept is one of the "Quiet Green Transport" aircraft concepts studied as part of NASA's Revolutionary Aerospace Systems Concepts (RASC) Program. The RASC Program was initiated to develop revolutionary concepts that address strategic objectives of the NASA Enterprises, such as reducing aircraft noise and emissions, and to identify advanced technology requirements for the concepts.

Guynn, Mark D.↗
NASA NTRS1996

Geometric Model for a Parametric Study of the Blended-Wing-Body Airplane

A parametric model is presented for the blended-wing-body airplane, one concept being proposed for the next generation of large subsonic transports. The model is defined in terms of a small set of parameters which facilitates analysis and optimization during the conceptual design process. The model is generated from a preliminary CAD geometry. From this geometry, airfoil cross sections are cut at selected locations and fitted with analytic curves. The airfoils are then used as boundaries for surfaces defined as the solution of partial differential equations. Both the airfoil curves and the surfaces are generated with free parameters selected to give a good representation of the original geometry. The original surface is compared with the parametric model, and solutions of the Euler equations for compressible flow are computed for both geometries. The parametric model is a good approximation of the CAD model and the computed solutions are qualitatively similar. An optimal NURBS approximation is constructed and can be used by a CAD model for further refinement or modification of the original geometry.

Mastin, C. Wayne↗
NASA NTRS2004

A Sizing Methodology for the Conceptual Design of Blended-Wing-Body Transports

This paper describes the development of a methodology for sizing Blended-Wing-Body (BWB) transports and how the capabilities of the Flight Optimization System (FLOPS) have been expanded using that methodology. In this approach, BWB transports are sized based on the number of passengers in each class that must fit inside the centerbody or pressurized vessel. Weight estimation equations for this centerbody structure were developed using Finite Element Analysis (FEA). This paper shows how the sizing methodology has been incorporated into FLOPS to enable the design and analysis of BWB transports. Previous versions of FLOPS did not have the ability to accurately represent or analyze BWB configurations in any reliable, logical way. The expanded capabilities allow the design and analysis of a 200 to 450-passenger BWB transport or the analysis of a BWB transport for which the geometry is already known. The modifications to FLOPS resulted in differences of less than 4 percent for the ramp weight of a BWB transport in this range when compared to previous studies performed by NASA and Boeing.

Kimmel, William M.↗
NASA NTRS2004

Integration of Propulsion-Airframe-Aeroacoustic Technologies and Design Concepts for a Quiet Blended-Wing-Body Transport

This paper summarizes the results of studies undertaken to investigate revolutionary propulsion-airframe configurations that have the potential to achieve significant noise reductions over present-day commercial transport aircraft. Using a 300 passenger Blended-Wing-Body (BWB) as a baseline, several alternative low-noise propulsion-airframe-aeroacoustic (PAA) technologies and design concepts were investigated both for their potential to reduce the overall BWB noise levels, and for their impact on the weight, performance, and cost of the vehicle. Two evaluation frameworks were implemented for the assessments. The first was a Multi-Attribute Decision Making (MADM) process that used a Pugh Evaluation Matrix coupled with the Technique for Order Preference by Similarity to Ideal Solution (TOPSIS). This process provided a qualitative evaluation of the PAA technologies and design concepts and ranked them based on how well they satisfied chosen design requirements. From the results of the evaluation, it was observed that almost all of the PAA concepts gave the BWB a noise benefit, but degraded its performance. The second evaluation framework involved both deterministic and probabilistic systems analyses that were performed on a down-selected number of BWB propulsion configurations incorporating the PAA technologies and design concepts. These configurations included embedded engines with Boundary Layer Ingesting Inlets, Distributed Exhaust Nozzles installed on podded engines, a High Aspect Ratio Rectangular Nozzle, Distributed Propulsion, and a fixed and retractable aft airframe extension. The systems analyses focused on the BWB performance impacts of each concept using the mission range as a measure of merit. Noise effects were also investigated when enough information was available for a tractable analysis. Some tentative conclusions were drawn from the results. One was that the Boundary Layer Ingesting Inlets provided improvements to the BWB's mission range, by increasing the propulsive efficiency at cruise, and therefore offered a means to offset performance penalties imposed by some of the advanced PAA configurations. It was also found that the podded Distributed Exhaust Nozzle configuration imposed high penalties on the mission range and the need for substantial synergistic performance enhancements from an advanced integration scheme was identified. The High Aspect Ratio Nozzle showed inconclusive noise results and posed significant integration difficulties. Distributed Propulsion, in general, imposed performance penalties but may offer some promise for noise reduction from jet-to-jet shielding effects. Finally, a retractable aft airframe extension provided excellent noise reduction for a modest decrease in range.

Hill, G. A.↗
NASA NTRS2005

Design and Testing of a Blended Wing Body With Boundary Layer Ingestion Nacelles at High Reynolds Numbers

A knowledge-based aerodynamic design method coupled with an unstructured grid Navier-Stokes flow solver was used to improve the propulsion/airframe integration for a Blended Wing Body with boundary-layer ingestion nacelles. A new zonal design capability was used that significantly reduced the time required to achieve a successful design for each nacelle and the elevon between them. A wind tunnel model was built with interchangeable parts reflecting the baseline and redesigned configurations and tested in the National Transonic Facility (NTF). Most of the testing was done at the cruise design conditions (Mach number = 0.85, Reynolds number = 75 million). In general, the predicted improvements in forces and moments as well as the changes in wing pressures between the baseline and redesign were confirmed by the wind tunnel results. The effectiveness of elevons between the nacelles was also predicted surprisingly well considering the crudeness in the modeling of the control surfaces in the flow code. A novel flow visualization technique involving pressure sensitive paint in the cryogenic nitrogen environment used in high-Reynolds number testing in the NTF was also investigated.

Campbell, Richard L.↗
NASA NTRS2004

Navier-Stokes Computations of Longitudinal Forces and Moments for a Blended Wing Body

The object of this paper is to investigate the feasibility of applying CFD methods to aerodynamic analyses for aircraft stability and control. The integrated aerodynamic parameters used in stability and control, however, are not necessarily those extensively validated in the state of the art CFD technology. Hence, an exploratory study of such applications and the comparison of the solutions to available experimental data will help to assess the validity of the current computation methods. In addition, this study will also examine issues related to wind tunnel measurements such as measurement uncertainty and support interference effects. Several sets of experimental data from the NASA Langley 14x22-Foot Subsonic Tunnel and the National Transonic Facility are presented. Two Navier-Stokes flow solvers, one using structured meshes and the other unstructured meshes, were used to compute longitudinal static stability derivatives for an advanced Blended Wing Body configuration over a wide range of angles of attack. The computations were performed for two different Reynolds numbers and the resulting forces and moments are compared with the above mentioned wind tunnel data.

Pao, S. Paul↗