Results for “Ground testing” — Page 71

DOE OSTI2024

Trapped-ion quantum simulation of electron transfer models with tunable dissipation

Electron transfer is at the heart of many fundamental physical, chemical, and biochemical processes essential for life. The exact simulation of these reactions is often hindered by the large number of degrees of freedom and by the essential role of quantum effects. Here, we experimentally simulate a paradigmatic model of molecular electron transfer using a multispecies trapped-ion crystal, where the donor-acceptor gap, the electronic and vibronic couplings, and the bath relaxation dynamics can all be controlled independently. By manipulating both the ground-state and optical qubits, we observe the real-time dynamics of the spin excitation, measuring the transfer rate in several regimes of adiabaticity and relaxation dynamics. Our results provide a testing ground for increasingly rich models of molecular excitation transfer processes that are relevant for molecular electronics and light-harvesting systems.

Science & Technology - Other Topics↗

NASA NTRS1990

Scramjet testing from Mach 4 to 20 - Present capability and needs for the nineties

Consideration is given to the development of testing methods for the National Aerospace Plane (NASP) program, focusing on techniques for simulating and testing scramjet engines and scramjet engine components during flight from Mach 4 to Mach 20. The flight conditions associated with the NASP are outlined and the stagnation temperatures and pressures required to simulate flight up to orbital speeds are presented. The types of test facilities needed for scramjet propulsion testing are discussed, including combustion-heated facilities, electric arc-heated facilities, convection-heated facilities, shock tunnels, and expansion tubes. Issues related to assessing the flow quality in the scramjet ground testing facilities are examined, including uniformity, contamination, dissociation, ionization, nonequilibrium, and turbulence. Direct-connect combustor versus free-jet scramjet engine tests are compared and the capabilities of current and near-future scramjet engine test facilities are evaluated.

Thomas, Scott R.↗

NASA NTRS1944

NACA investigation of a jet-propulsion system applicable to flight

Following a brief history of the NACA investigation of jet propulsion, a discussion is given of the general investigation and analysis leading to the construction of the jet-propulsion ground-test mock-up. The results of burning experiments and of test measurements designed to allow quantitative flight performance predictions of the system are presented and correlated with calculations. These calculations are then used to determine the performance of the system on the ground and in the air at various speeds and altitudes under various burning conditions. The application of the system to an experimental airplane is described and some performance predictions for this airplane are made.

Ellis, Macon C , Jr↗

NASA NTRS1998

Engineering Aerothermal Analysis for X-34 Thermal Protection System Design

Design of the thermal protection system for any hypersonic flight vehicle requires determination of both the peak temperatures over the surface and the heating-rate history along the flight profile. In this paper, the process used to generate the aerothermal environments required for the X-34 Testbed Technology Demonstrator thermal protection system design is described as it has evolved from a relatively simplistic approach based on engineering methods applied to critical areas to one of detailed analyses over the entire vehicle. A brief description of the trajectory development leading to the selection of the thermal protection system design trajectory is included. Comparisons of engineering heating predictions with wind-tunnel test data and with results obtained using a Navier-Stokes flowfield code and an inviscid/boundary layer method are shown. Good agreement is demonstrated among all these methods for both the ground-test condition and the peak heating flight condition. Finally, the detailed analysis using engineering methods to interpolate the surface-heating-rate results from the inviscid/boundary layer method to predict the required thermal environments is described and results presented.

Wurster, Kathryn E.↗

NASA NTRS1943

NACA Investigation of a Jet-Propulsion System Applicable to Flight

Following a brief history of the NACA investigation of jet propulsion, a discussion is given of the general investigation and analysis leading to the construction of the jet-propulsion ground-test mock-up. The results of burning experiments and of test measurements designed to allow quantitative flight performance predictions of the system are presented and correlated with calculations. These calculations are then used to determine the performance of the system on the ground and in the air at various speeds and altitudes under various burning conditions. The application of the system to an experimental airplane is described and some performance predictions for this airplane are made.

Ellis, Macon C.↗

NASA NTRS2013

Multiphase Transport in Porous Media: Gas-Liquid Separation Using Capillary Pressure Gradients International Space Station (ISS) Flight Experiment Development

Advances in the understanding of multiphase flow characteristics under variable gravity conditions will ultimately lead to improved and as of yet unknown process designs for advanced space missions. Such novel processes will be of paramount importance to the success of future manned space exploration as we venture into our solar system and beyond. In addition, because of the ubiquitous nature and vital importance of biological and environmental processes involving airwater mixtures, knowledge gained about fundamental interactions and the governing properties of these mixtures will clearly benefit the quality of life here on our home planet. The techniques addressed in the current research involving multiphase transport in porous media and gas-liquid phase separation using capillary pressure gradients are also a logical candidate for a future International Space Station (ISS) flight experiment. Importantly, the novel and potentially very accurate Lattice-Boltzmann (LB) modeling of multiphase transport in porous media developed in this work offers significantly improved predictions of real world fluid physics phenomena, thereby promoting advanced process designs for both space and terrestrial applications.This 3-year research effort has culminated in the design and testing of a zero-g demonstration prototype. Both the hydrophilic (glass) and hydrophobic (Teflon) media Capillary Pressure Gradient (CPG) cartridges prepared during the second years work were evaluated. Results obtained from ground testing at 1-g were compared to those obtained at reduced gravities spanning Martian (13-g), Lunar (16-g) and zero-g. These comparisons clearly demonstrate the relative strength of the CPG phenomena and the efficacy of its application to meet NASAs unique gas-liquid separation (GLS) requirements in non-terrestrial environments.LB modeling software, developed concurrently with the zero-g test effort, was shown to accurately reproduce observed CPG driven gas-liquid separation phenomena. The design and fabrication of a micropost plate-lamina Hele-Shaw (HS) cell was performed which served as a computationally attainable geometric structure facilitating direct comparison between physical phenomena observed in our laboratory and the LB software predictions.

Wheeler, Richard R., Jr.↗

NASA NTRSDate not supplied

Recent Development Work with Self-Aligned Focusing Schlieren

A novel compact focusing schlieren instrument has recently been developed that eliminates the need for a separate source and cutoff grid. The technique works by projecting an image of a grid onto a retroreflective surface and then reimaging the projection back onto the original grid. By manipulating the polarization state of the light passing through the instrument, a single Rochon polarizing prism can be used to adjust the schlieren sensitivity by translating it along the instrument’s optical axis, which changes the in-plane offset between the reimaged projection and the original grid. This arrangement makes the instrument inherently self-aligned. Relative to conventional focusing schlieren instruments, which require alignment of a separate source grid and cutoff grid to achieve sensitivity, the setup time required in order to obtain high quality focusing schlieren images is significantly reduced. Further, the self-aligned nature of this instrument makes it insensitive to vibrations and allows for on-the-fly adjustments to field-of-view. In this paper we discuss recent work that has been performed to expand the capabilities of this self-aligned focusing schlieren instrument including: schlieren visualization at extreme angles for optically-restricted test facilities, 3D schlieren visualization using a light field camera, acquisition of high quality focusing schlieren images from facilities with low quality windows, and obtaining focusing schlieren images in full-scale ground test facilities.

Brett Bathel↗

NASA NTRS1983

Tests of SSME low pressure pump in liquids at zero throughflow

Shutdown requirements in space of the Space Shuttle Main Engines require that the low pressure pump operate under conditions of zero flow and zero NPSH and still be able to generate head and absorb torque. Ground tests were conducted in both water and liquid oxygen to verify these capabilities. The test facilities are described, and the test results are presented showing the pump performance at zero flow over a wide range of NPSH conditions including zero values. The influence of operating speed, fluid medium, and internal struts upstream of the inducer are presented. A flow model schematic is presented sketching a flow field in the pump that is consistent with the observed data.

Jackson, E. D.↗

NASA NTRS1994

Shock-tunnel combustor testing for hypersonic vehicles

Proposed configurations for the next generation of transatmospheric vehicles will rely on air breathing propulsion systems during all or part of their mission. At flight Mach numbers greater than about 7 these engines will operate in the supersonic combustion ramjet mode (scramjet). Ground testing of these engine concepts above Mach 8 requires high pressure, high enthalpy facilities such as shock tunnels and expansion tubes. These impulse, or short duration facilities have test times on the order of a millisecond, requiring high speed instrumentation and data systems. One such facility ideally suited for scramjet testing is the NASA-Ames 16-Inch shock tunnel, which over the last two years has completed a series of tests for the NASP (National Aero-Space Plane) program at simulated flight Mach numbers ranging from 12-16. The focus of the experimental programs consisted of a series of classified tests involving a near-full scale hydrogen fueled scramjet combustor model in the semi-free jet method of engine testing whereby the compressed forebody flow ahead of the cowl inlet is reproduced (see appendix A). The AIMHYE-1 (Ames Integrated Modular Hypersonic Engine) test entry for the NASP program was completed in April 1993, while AIMHYE-2 was completed in May 1994. The test entries were regarded as successful, resulting in some of the first data of its kind on the performance of a near full scale scramjet engine at Mach 12-16. The data was distributed to NASP team members for use in design system verification and development. Due to the classified nature of the hardware and data, the data reports resulting from this work are classified and have been published as part of the NASP literature. However, an unclassified AIAA paper resulted from the work and has been included as appendix A. It contains an overview of the test program and a description of some of the important issues.

Loomis, Mark P.↗

NASA NTRSDate not supplied

Computational Modeling of Two Mars Powered Descent Vehicle Concepts Tested in the Langley Unitary Plan Wind Tunnel

Future human Mars missions will require powered descent starting at supersonic conditions, something which has never been done before at Mars. Computational powered descent flowfield simulations have been completed at full-scale Mars conditions, but the available ground test data are not suitable for calibrating computational uncertainties for aerodynamic interference on proposed Mars descent vehicles. Testing was conducted in the NASA Langley Unitary Plan Wind Tunnel in order to investigate the aerodynamic interference of sub-scale versions of two Mars powered descent vehicle concepts at supersonic Mach numbers (2.4 and 3.5): a model based on a blunt hypersonic inflatable aerodynamic decelerator (HIAD) and the second representing a more slender rigid vehicle with body flaps (CobraMRV). This paper covers computational flowfield predictions completed at wind tunnel conditions and comparisons to the test data. On the blowing HIAD models, the time-averaged pressure inboard of the nozzles was generally well-predicted, especially if the nozzles are canted outward, when the nozzles are located further from the nose. At intermediate CobraMRV thrust coefficients, CFD pressures are more accurately predicted than they are for the HIAD models, largely due to the nozzle locations and pointing directions. Overall, the CFD pressure coefficients were predicted within 0.2 of the steady pressure measurements for all blowing models, with smaller discrepancies at higher HIAD thrust, and larger discrepancies at lower HIAD CobraMRV thrust. All HIAD models were predicted to have a gradually decreasing axial force coefficient as the total thrust increases, in agreement with available pressure sensitive paint data. On models with canted nozzles or with nozzles further from the nose, the force coefficient was slightly higher for a given thrust. On the CobraMRV model, the CFD also shows consistent results between solvers and follows trends revealed in the data; the aerodynamic force coefficient remains near the non-blowing value at a tunnel Mach number of 2.4 regardless of thrust, and increases above that level at a Mach number of 3.5, consistent with the discrete pressure data. CFD analysis at tunnel and flight conditions will continue as flight system designs concepts mature.

Supersonic Retropropulsion↗

NASA NTRSDate not supplied

Computational Modeling of Two Mars Powered Descent Vehicle Concepts Tested in the Langley Unitary Plan Wind Tunnel

Future human Mars missions will require powered descent starting at supersonic conditions, something which has never been done before at Mars. Computational powered descent flowfield simulations have been completed at full-scale Mars conditions, but the available ground test data are not suitable for calibrating computational uncertainties for aerodynamic interference on proposed Mars descent vehicles. Testing was conducted in the NASA Langley Unitary Plan Wind Tunnel in order to investigate the aerodynamic interference of sub-scale versions of two Mars powered descent vehicle concepts at supersonic Mach numbers (2.4 and 3.5): a model based on a blunt hypersonic inflatable aerodynamic decelerator (HIAD) and the second representing a more slender rigid vehicle with body flaps (CobraMRV). This paper covers computational flowfield predictions completed at wind tunnel conditions and comparisons to the test data. On the blowing HIAD models, the time-averaged pressure inboard of the nozzles was generally well-predicted, especially if the nozzles are canted outward, when the nozzles are located further from the nose. At intermediate CobraMRV thrust coefficients, CFD pressures are more accurately predicted than they are for the HIAD models, largely due to the nozzle locations and pointing directions. Overall, the CFD pressure coefficients were predicted within 0.2 of the steady pressure measurements for all blowing models, with smaller discrepancies at higher HIAD thrust, and larger discrepancies at lower HIAD CobraMRV thrust. All HIAD models were predicted to have a gradually decreasing axial force coefficient as the total thrust increases, in agreement with available pressure sensitive paint data. On models with canted nozzles or with nozzles further from the nose, the force coefficient was slightly higher for a given thrust. On the CobraMRV model, the CFD also shows consistent results between solvers and follows trends revealed in the data; the aerodynamic force coefficient remains near the non-blowing value at a tunnel Mach number of 2.4 regardless of thrust, and increases above that level at a Mach number of 3.5, consistent with the discrete pressure data. CFD analysis at tunnel and flight conditions will continue as flight system designs concepts mature.

Supersonic Retropropulsion↗

DOE OSTI2025

Nonseeded linewise temperature measurements by resonantly ionized photoemission thermometry in a Mach 4 Ludwieg tube

A one-dimensional (1D) thermometry using oxygen-tagging resonantly ionized photoelectron thermometry (O 2 RIPT) was employed to investigate thermal gradients within a Mach 4 Ludwieg tube. The Ludwieg tube is pulsed with a test duration of approximately 100 ms, providing a cold supersonic flow at Mach 4 ideal for studying aerothermal effects. This study focused on measuring freestream temperatures, capturing shock-induced heating behind a detached bow shock from a blunt cylinder, and resolving sharp temperature variations across a bow shock generated by a cylinder. The O 2 RIPT technique produced strong emission signals extending approximately 4 cm long, demonstrating its capability for precise temperature measurements in high-speed wind tunnel environments. The results confirm that O 2 RIPT is well-suited for applications in large-scale aerodynamic testing facilities, particularly in regions with strong compression effects, enabling the resolution of sharp thermal gradients. This method presents a promising solution for thermometry in dynamic flow conditions relevant to various experimental ground-test facilities.

McCord, Walker (ORCID:0000000179747550)↗

NASA NTRS1974

HFL-10 lifting body flight control system characteristics and operational experience

A flight evaluation was made of the mechanical hydraulic flight control system and the electrohydraulic stability augmentation system installed in the HL-10 lifting body research vehicle. Flight tests performed in the speed range from landing to a Mach number of 1.86 and the altitude range from 697 meters (2300 feet) to 27,550 meters (90,300 feet) were supplemented by ground tests to identify and correct structural resonance and limit-cycle problems. Severe limit-cycle and control sensitivity problems were encountered during the first flight. Stability augmentation system structural resonance electronic filters were modified to correct the limit-cycle problem. Several changes were made to control stick gearing to solve the control sensitivity problem. Satisfactory controllability was achieved by using a nonlinear system. A limit-cycle problem due to hydraulic fluid contamination was encountered during the first powered flight, but the problem did not recur after preflight operations were improved.

Painter, W. D.↗

NASA NTRS1990

Compact Analyzer/Controller For Oxygen-Enrichment System

System controls hypersonic air-breathing engine tests. Compact analyzer/controller developed, built, and tested in small-scale wind tunnel prototype of the 8' HTT (High-Temperature Tunnel). Monitors level of oxygen and controls addition of liquid oxygen to enrich atmosphere for combustion. Ensures meaningful ground tests of hypersonic engines in range of speeds from mach 4 to mach 7.

Puster, Richard L.↗

NASA NTRS1990

Structure-borne noise estimates for the PTA aircraft

Estimates of the level of in-flight structure-borne noise transmission in the Propfan Test Assessment Aircraft were carried out for the first three blade passage frequencies. The procedure used combined the frequency response functions of wing strain to cabin sound pressure level (SPL) response obtained during ground test with in-flight measured wing strain response data. The estimated cabin average in-flight structure-borne noise levels varied from 64 to 84 dB, with an average level of 74 dB. The estimates showed little dependence on engine/propeller power, flight altitude, or flight Mach number. In general, the bare cabin noise levels decreased with increasing propeller tone, giving rise to a plausible structure-borne noise transmission problem at the higher blade passage tones. Without knowledge of the effects of a high insertion loss side wall treatment on structure-borne noise transmission, no quantitative conclusions could be made.

Unruh, James F.↗

NASA NTRS1993

Flight-determined engine exhaust characteristics of an F404 engine in an F-18 airplane

The exhaust characteristics of the F-18 aircraft with an F404 engine are examined with reference to the results of an acoustic flight testing program. The discussion covers an overview of the flight test planning, instrumentation, test procedures, data analysis, engine modeling codes, and results. In addition, the paper presents the exhaust velocity and Mach number data for the climb-to-cruise, Aircraft Noise Prediction Program validation, and ground tests.

Ennix, Kimberly A.↗

NASA NTRS2003

ISLES: Probing Extra Dimensions Using a Superconducting Accelerometer

In string theories, extra dimensions must be compactified. The possibility that gravity can have large radii of compactification leads to a violation of the inverse square law at submillimeter distances. The objective of ISLES is to perform a null test of Newton s law in space with a resolution of one part in 10(exp 5) or better at 100 microns. The experiment will be cooled to less than or equal to 2 K, which permits superconducting magnetic levitation of the test masses. To minimize Newtonian errors, ISLES employs a near null source, a circular disk of large diameter-to-thickness ratio. Two test masses, also disk-shaped, are suspended on the two sides of the source mass at a nominal distance of 100 microns. The signal is detected by a superconducting differential accelerometer. A ground test apparatus is under construction.

Paik, Ho Jung↗

NASA NTRS2012

Reynolds-Averaged Turbulence Model Assessment for a Highly Back-Pressured Isolator Flowfield

The use of computational fluid dynamics in scramjet engine component development is widespread in the existing literature. Unfortunately, the quantification of model-form uncertainties is rarely addressed with anything other than sensitivity studies, requiring that the computational results be intimately tied to and calibrated against existing test data. This practice must be replaced with a formal uncertainty quantification process for computational fluid dynamics to play an expanded role in the system design, development, and flight certification process. Due to ground test facility limitations, this expanded role is believed to be a requirement by some in the test and evaluation community if scramjet engines are to be given serious consideration as a viable propulsion device. An effort has been initiated at the NASA Langley Research Center to validate several turbulence closure models used for Reynolds-averaged simulations of scramjet isolator flows. The turbulence models considered were the Menter BSL, Menter SST, Wilcox 1998, Wilcox 2006, and the Gatski-Speziale explicit algebraic Reynolds stress models. The simulations were carried out using the VULCAN computational fluid dynamics package developed at the NASA Langley Research Center. A procedure to quantify the numerical errors was developed to account for discretization errors in the validation process. This procedure utilized the grid convergence index defined by Roache as a bounding estimate for the numerical error. The validation data was collected from a mechanically back-pressured constant area (1 2 inch) isolator model with an isolator entrance Mach number of 2.5. As expected, the model-form uncertainty was substantial for the shock-dominated, massively separated flowfield within the isolator as evidenced by a 6 duct height variation in shock train length depending on the turbulence model employed. Generally speaking, the turbulence models that did not include an explicit stress limiter more closely matched the measured surface pressures. This observation is somewhat surprising, given that stress-limiting models have generally been developed to better predict shock-separated flows. All of the models considered also failed to properly predict the shape and extent of the separated flow region caused by the shock boundary layer interactions. However, the best performing models were able to predict the isolator shock train length (an important metric for isolator operability margin) to within 1 isolator duct height.

Baurle, Robert A.↗