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The aerodynamic characteristics of wings with leading-edge vortex separation were predicted using a method based on a flow model with free vortex elements which are allowed to merge into a concentrated core. The calculated pressure distribution is more accurate than that predicted by methods with discrete vortex filaments alone. In addition, the computer time is reduced approximately by half.
The experimental and flight propulsion systems are presented. The following areas are discussed: engine core and low pressure turbine design; bearings and seals design; controls and accessories design; nacelle aerodynamic design; nacelle mechanical design; weight; and aircraft systems design.
A single stage fan and quarter stage booster were designed for the energy efficient engine. The fan has an inlet radius ratio of 0.342 and a specific flow rate of 208.9 Kg/S sq m (42.8 lbm/sec sq ft). The fan rotor has 32 medium aspect ratio (2.597) titanium blades with a partspan shroud at 55% blade height. The design corrected fan tip speed is 411.5 M/S (1350 ft/sec). The quarter stage island splits the total fan flow with approximately 22% of the flow being supercharged by the quarter stage rotor. The fan bypass ratio is 6.8. The core flow total pressure ratio is 1.67 and the fan bypass pressure ratio is 1.65. The design details of the fan and booster blading, and the fan frame and static structure for the fan configuration are presented.
Wave rotors represent one of the promising technologies for achieving very high core temperatures and pressures in future gas turbine engines. Their operation depends upon unsteady gas dynamics and as such, their analysis is quite difficult. This report describes a numerical model which has been developed to perform such an analysis. Following a brief introduction, a summary of the wave rotor concept is given. The governing equations are then presented, along with a summary of the assumptions used to obtain them. Next, the numerical integration technique is described. This is an explicit finite volume technique based on the method of Roe. The discussion then focuses on the implementation of appropriate boundary conditions. Following this, some results are presented which first compare the numerical approximation to the governing differential equations and then compare the overall model to an actual wave rotor experiment. Finally, some concluding remarks are presented concerning the limitations of the simplifying assumptions and areas where the model may be improved.
Preliminary measurements have been made of the flow over the tip of an unswept wing flap. To achieve an acceptable Reynolds number based on flap chord, the flap chord was chosen equal to the chord of the main airfoil (c = 19 in. approx. 0.48 m). The model was mounted in a 30 in. x 30 in. wind tunnel running at up to 100 ft/sec. (30 m/s): severe wind-tunnel interference was accepted, and any computations would be done using the tunnel walls as the boundaries of the computational domain. Maximum Reynolds number based on flap chord and tunnel speed was about 1.O x lO(exp 6). The grant ended before a full set of measurements could be made, but the work done so far yields a useful picture of the flow. The vortex originates at about mid-chord on the flap and rises rapidly above the chord line. It has a concentrated core, with total pressure lower than the ambient static pressure, and there is no evidence of large-scale wandering. A simple method of model construction, giving light weight and excellent surface finish, was developed.
We performed high resolution global MHD simulations of THEMIS dayside crossings events in May -June 2007. We found that magnetopause surface is not in steady-state even during extended periods of steady solar wind conditions. The so-called tilted reconnection lines become unstable due to formation of pressure bubbles, strong core field flux tubes, vortices, and traveling magnetic field cavities. The topology of FTEs differ from that in two dimension cartoons representing obliquely oriented quasi-2D flux rope. The structure of FTE is changing at spatial scales of 1 -2 Re. Closely located space probes can observe completely different signatures. Branches of bent flux rope can move in opposite directions. THEMIS and Cluster observations are consistent with signatures predicted by simulations.
To analyze the non-steady magnetic reconnection during quasi-steady solar wind driving we employed high resolution global MHD model BATSRUS with non-MHD corrections in diffusion regions around the reconnection sites. To clarify the role of small-scale non-MHD effects on the global magnetospheric dynamic we performed simulations with different models of dissipation. We found that magnetopause surface is not in steady state even during extended periods of steady solar wind conditions. The so-called tilted reconnection lines become unstable due to formation of pressure bubbles, strong core field flux tubes, vortices, and traveling magnetic field cavities. Non-steady dayside reconnection results in formation of flux tubes with bended axis magnetically connecting magnetic field cavities generated at flanks and strong core segments formed near the subsolar region. We found that the rate of magnetic flux loading to the tail lobes is not very sensitive to the dissipation mechanism and details of the dayside reconnection. On the other hand the magnetotail reconnection rate, the speed of the reconnection site retreat and the global magnetotail dynamics strongly depend on the model of dissipation. THEMIS and Cluster observations are consistent with signatures predicted by simulations.
An effort was undertaken to analyze the performance of a model Lean-Direct Injection (LDI) combustor designed to meet emissions and performance goals for NASA's N+3 program. Computational predictions of Emissions Index (EINOx) and combustor exit temperature were obtained for operation at typical power conditions expected of a small-core, high pressure-ratio (greater than 50), high T3 inlet temperature (greater than 950K) N+3 combustor. Reacting-flow computations were performed with the National Combustion Code (NCC) for a model N+3 LDI combustor, which consisted of a nine-element LDI flame-tube derived from a previous generation (N+2) thirteen-element LDI design. A consistent approach to mesh-optimization, spraymodeling and kinetics-modeling was used, in order to leverage the lessons learned from previous N+2 flame-tube analysis with the NCC. The NCC predictions for the current, non-optimized N+3 combustor operating indicated a 74% increase in NOx emissions as compared to that of the emissions-optimized, parent N+2 LDI combustor.
An effort was undertaken to analyze the performance of a model Lean-Direct Injection (LDI) combustor designed to meet emissions and performance goals for NASA's N+3 program. Computational predictions of Emissions Index (EINOx) and combustor exit temperature were obtained for operation at typical power conditions expected of a small-core, high pressure-ratio (greater than 50), high T3 inlet temperature (greater than 950K) N+3 combustor. Reacting-flow computations were performed with the National Combustion Code (NCC) for a model N+3 LDI combustor, which consisted of a nine-element LDI flame-tube derived from a previous generation (N+2) thirteen-element LDI design. A consistent approach to mesh-optimization, spray-modeling and kinetics-modeling was used, in order to leverage the lessons learned from previous N+2 flame-tube analysis with the NCC. The NCC predictions for the current, non-optimized N+3 combustor operating indicated a 74% increase in NOx emissions as compared to that of the emissions-optimized, parent N+2 LDI combustor.
The main focus of this study is to apply a computational tool for the flow analysis of the turbine engine that has been tested with ice crystal ingestion in the Propulsion Systems Laboratory (PSL) at NASA Glenn Research Center. The PSL has been used to test a highly instrumented Honeywell ALF502R-5A (LF11) turbofan engine at simulated altitude operating conditions. Test data analysis with an engine cycle code and a compressor flow code was conducted to determine the values of key icing parameters, that can indicate the risk of ice accretion, which can lead to engine rollback (un-commanded loss of engine thrust). The full engine aerothermodynamic performance was modeled with the Honeywell Customer Deck specifically created for the ALF502R-5A engine. The mean-line compressor flow analysis code, which includes a code that models the state of the ice crystal, was used to model the air flow through the fan-core and low pressure compressor. The results of the compressor flow analyses included calculations of the ice-water flow rate to air flow rate ratio (IWAR), the local static wet bulb temperature, and the particle melt ratio throughout the flow field. It was found that the assumed particle size had a large effect on the particle melt ratio, and on the local wet bulb temperature. In this study the particle size was varied parametrically to produce a non-zero calculated melt ratio in the exit guide vane (EGV) region of the low pressure compressor (LPC) for the data points that experienced a growth of blockage there, and a subsequent engine called rollback (CRB). At data points where the engine experienced a CRB having the lowest wet bulb temperature of 492 degrees Rankine at the EGV trailing edge, the smallest particle size that produced a non-zero melt ratio (between 3 percent - 4 percent) was on the order of 1 micron. This value of melt ratio was utilized as the target for all other subsequent data points analyzed, while the particle size was varied from 1 micron - 9.5 microns to achieve the target melt ratio. For data points that did not experience a CRB which had static wet bulb temperatures in the EGV region below 492 degrees Rankine, a non-zero melt ratio could not be achieved even with a 1 micron ice particle size. The highest value of static wet bulb temperature for data points that experienced engine CRB was 498 degrees Rankine with a particle size of 9.5 microns. Based on this study of the LF11 engine test data, the range of static wet bulb temperature at the EGV exit for engine CRB was in the narrow range of 492 degrees Rankine - 498 degrees Rankine , while the minimum value of IWAR was 0.002. The rate of blockage growth due to ice accretion and boundary layer growth was estimated by scaling from a known blockage growth rate that was determined in a previous study. These results obtained from the LF11 engine analysis formed the basis of a unique “icing wedge.”
Saturn’s icy moon, Enceladus, ejects frozen particles consisting of water and salts indicative of a subsurface ocean. Believed to originate from hydrothermal reactions near the core, the subsequent pressure drop generates boiling liquids that erupt and expand out of the tiger stripes. The purpose of this research is to simulate the ongoing geyser activity of Enceladus in the lab and to explore the concentrations of biomass which could exist in geyser bubbles as compared to ejected particles. We tested variance of intensity of light absorbed from the bubbles at different heights of the simulated plume. Anazodye, Allura Red, is a complex organic that will act as a tracer molecule allowing for quantitative analysis of light absorption through a spectrophotometer. Theazodye in combination with water is ejected from a water chamber using compressed air to simulate bubbles forming and a jet erupting from a body of water. Samples were taken of the bubbles at varying heights of the simulated plume as analogs to the Enceladus geysers. This research will provide quantitative analog information on rising bubbles from the ocean of Enceladus which can be applied directly to the practical concern of measuring biomass in the plume.
Gaseous (NOx, CO) and non-volatile particulate matter (nvPM) emissions from a small-core high-pressure Axially Controlled Stoichiometry (ACS) combustor are reported. NOx and CO emissions characteristics are similar to a previous version of ACS combustor. Emissions of nvPM at low-power (fuel-rich front end) was found to procude significantly higher nvPM emissions compared to a high-power configuration (fuel-lean front end). NOx emissions for the ACS combustor were 82-89% below the ICAO CAEP/6 standard for aggressive NASA N+3 high-pressure cycles based on NOx correlations developed from experimental measurements.
Attention is given to some of the major unresolved issues concerned with the physics of planetary interiors. The important advances in observations, and experimental and theoretical investigations are briefly reviewed, and some areas for further study are identified, including: the characteristics of atomic and electronic degrees of freedom at the high pressures and temperatures typical of a condensed planetary core; the behavior of water at megabar pressures; and the nature of the core-alloy in the earth and in the core mantle phase boundary. Consideration is also given to the behavior of carbon at high pressures and temperatures in the presence of oxygen and hydrogen; the behavior of the volatile ice assemblage in Titan at pressures of 2-40 kbar; and the electrical conductivities of matter under planetary core conditions.
The melting temperatures of FeS-troilite and of a 10-wt-pct sulfur iron alloy have been measured to pressures of 120 and 90 GPa, respectively. The results document that FeS melts at a temperature of 4100 (+ or - 300) K at the pressure of the core-mantle boundary. Eutecticlike behavior persists in the iron-sulfur system to the highest pressures of measurements, in marked contrast to the solid-solutionlike behavior observed at high pressures in the iron-iron oxide system. Iron with 10-wt-pct sulfur melts at a similar temperature as FeS at core-mantle boundary conditions. If the sole alloying elements of iron within the core are sulfur and oxygen and the outer core is entirely liquid, the minimum temperature at the top of the outer core is 4900 (+ or - 400) K. Calculations of mantle geotherms dictate that there must be a temperature increase of between 1000 and 2000 K across thermal boundary layers within the mantle. If D-double-prime is compositionally stratified, it could accommodate the bulk of this temperature jump.
A technique for the solution of the conically self-similar form of the Euler equations is described. Solutions for the flow past a flat-plate delta wing at angle of attack are presented. These solutions show strong leading edge vortices with large total pressure losses in the cores. A study of the effects of various computational parameters on the total pressure loss is made. An explanation for the cause of the total pressure loss is presented. It is shown to be consistent with the results for both a quasi-one-dimensional model problem and the conically self-similar flow past the flat-plate delta wing.
An experimental survey of supersonic wing tip vortices has been conducted at Mach 2.5 using small performed 2.25 chords down-stream of a semi-span rectangular wing at angle of attack of 5 and 10 degrees. The main objective of the experiments was to determine the Mach number, flow angularity and total pressure distribution in the core region of supersonic wing tip vortices. A secondary aim was to demonstrate the feasibility of using cone probes calibrated with a numerical flow solver to measure flow characteristics at supersonic speeds. Results showed that the numerically generated calibration curves can be used for 4-hole cone probes, but were not sufficiently accurate for conventional 5-hole probes due to nose bluntness effects. Combination of 4-hole cone probe measurements with independent pitot pressure measurements indicated a significant Mach number and total pressure deficit in the core regions of supersonic wing tip vortices, combined with an asymmetric 'Burger like' swirl distribution.
An analysis of model fit results of 15,210 electron velocity distribution functions (VDFs), observed within ±2 hr of 52 interplanetary (IP) shocks by the Wind spacecraft near 1 au, is presented as the third and final part on electron VDFs near IP shocks. The core electrons and protons dominate in the magnitude and change in the partialto-total thermal pressure ratio, with the core electrons often gaining as much or more than the protons. Only a moderate positive correlation is observed between the electron temperature and the kinetic energy change across the shock, while weaker, if any, correlations were found with any other macroscopic shock parameter. No VDF parameter correlated with the shock normal angle. The electron VDF evolves from a narrowly peaked core with flaring suprathermal tails in the upstream to either a slightly hotter core with steeper tails or much hotter flattop core with even steeper tails downstream of the weaker and strongest shocks, respectively. Both quasi-static and fluctuating fields are examined as possible mechanisms modifying the VDF, but neither is sufficient alone. For instance, flattop VDFs can be generated by nonlinear ion acoustic wave stochastic acceleration (i.e., inelastic collisions), while other work suggested they result from the combination of quasi-static and fluctuating fields. This three-part study shows that not only are these systems not thermodynamic in nature; even kinetic models may require modification to include things like inelastic collision operators to properly model electron VDF evolution across shocks or in the solar wind.
The paper presents a study of low aspect blading for the inlet stages of a high pressure ratio, high-speed core compressor. The basic overall design variables were stage pressure ratio and blade aspect ratio; these four stages represent two levels of total pressure ratio, two levels of rotor blade aspect ratio, and two levels of stator vane aspect ratios. Comparisons of the overall performance, radial distributions of performance parameters, diffusion factors at the near-stall conditions, blade element data, and the axial distribution of rotor tip static pressures yielded the following results: (1) higher peak pressure ratio, high stage and rotor efficiencies, and greater stall margin were obtained with the lower aspect ratio blading, (2) the lower aspect ratio blading showed improved performance over the entire blade span, and (3) the lower aspect ratio rotors operated at higher diffusion factors and higher incidence angles over the entire blade span.