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At least 1,387 records · Page 77
All sourcesNASA NTRSDOE OSTI
NASA NTRS2011

Burner Rig with an Unattached Duct for Evaluating the Erosion Resistance of Thermal Barrier Coatings

Extensive computational fluid dynamics (CFD) modeling backed by experimental observation has demonstrated the feasibility of using an unattached duct to increase the velocity and spatial spread of erodent particles exiting from a burner rig. It was shown that gas velocity and temperature are mostly retained if the inner diameter of the unattached duct equaled the exit diameter of the burner rig nozzle. For particles having a mean diameter of 550 millimeters, the modeled velocity attained at a distance 2.0 in. (50.8 millimeters) beyond the exit of a 12 in. (305 millimeters) long duct was approximately twice as large as the velocity the same distance from the nozzle when the duct was not present. For finer particles, the relative enhancement was somewhat less approximately 1.5 times greater. CFD modeling was also used to guide the construction of a device for slowing down the velocity of the particles being injected into the burner rig. This device used a simple 45 degree fitting to slow the particle velocity in the feed line from 20 meters per second, which is in the range needed to convey the particles, to about 3 meters per second just as they are injected into the burner. This lower injection velocity would lessen the severity of the collision of large particles with the wall of the burner liner opposite the injection port, thereby reducing potential damage to the burner liner by high-velocity particles.

Miller, Robert A.↗
NASA NTRS2003

Lightweight Energy Absorbers for Blast Containers

Kinetic-energy-absorbing liners made of aluminum foam have been developed to replace solid lead liners in blast containers on the aft skirt of the solid rocket booster of the space shuttle. The blast containers are used to safely trap the debris from small explosions that are initiated at liftoff to sever frangible nuts on hold-down studs that secure the spacecraft to a mobile launch platform until liftoff.

Balles, Donald L.↗
NASA NTRS2012

Fuel tank for liquefied natural gas

A storage tank is provided for storing liquefied natural gas on, for example, a motor vehicle such as a bus or truck. The storage tank includes a metal liner vessel encapsulated by a resin-fiber composite layer. A foam insulating layer, including an outer protective layer of epoxy or of a truck liner material, covers the composite layer. A non-conducting protective coating may be painted on the vessel between the composite layer and the vessel so as to inhibit galvanic corrosion.

DeLay, Thomas K.↗
NASA NTRS2013

Comparative Study of Impedance Eduction Methods: DLR Tests and Methodology - Part 1

The absorption efficiency of acoustic liners used in aircraft engines is characterized by the acoustic impedance. World wide, many grazing ow test rigs and eduction methods are available that provide values for that impedance. However, a direct comparison and assessment of the data of the di erent rigs and methods is often not possible because test objects and test conditions are quite di erent. Only a few papers provide a direct comparison. Therefore, this paper together with a companion paper, present data measured with a reference test object under similar conditions in the DLR and NASA grazing ow test rigs. Additionally, by applying the in-house methods Liner Impedance Non-Uniform ow Solving algorithm (LINUS, DLR) and Convected Helmhholtz Equation approach (CHE, NASA) on the data sets, similarities and differences due to underlying theory are identi ed and discussed.

Busse-Gerstengarbe, Stefan↗
NASA NTRS2013

Comparative Study of Impedance Eduction Methods, Part 2: NASA Tests and Methodology

A number of methods have been developed at NASA Langley Research Center for eduction of the acoustic impedance of sound-absorbing liners mounted in the wall of a flow duct. This investigation uses methods based on the Pridmore-Brown and convected Helmholtz equations to study the acoustic behavior of a single-layer, conventional liner fabricated by the German Aerospace Center and tested in the NASA Langley Grazing Flow Impedance Tube. Two key assumptions are explored in this portion of the investigation. First, a comparison of results achieved with uniform-flow and shear-flow impedance eduction methods is considered. Also, an approach based on the Prony method is used to extend these methods from single-mode to multi-mode implementations. Finally, a detailed investigation into the effects of harmonic distortion on the educed impedance is performed, and the results are used to develop guidelines regarding acceptable levels of harmonic distortion

Jones, Michael G.↗
NASA NTRS2015

A Fully Nonmetallic Gas Turbine Engine Enabled by Additive Manufacturing, Part II: Additive Manufacturing and Characterization of Polymer Composites

This publication is the second part of the three part report of the project entitled "A Fully Nonmetallic Gas Turbine Engine Enabled by Additive Manufacturing" funded by NASA Aeronautics Research Institute (NARI). The objective of this project was to conduct additive manufacturing to produce aircraft engine components by Fused Deposition Modeling (FDM), using commercially available polyetherimides-Ultem 9085 and experimental Ultem 1000 mixed with 10% chopped carbon fiber. A property comparison between FDM-printed and injection molded coupons for Ultem 9085, Ultem 1000 resin and the fiber-filled composite Ultem 1000 was carried out. Furthermore, an acoustic liner was printed from Ultem 9085 simulating conventional honeycomb structured liners and tested in a wind tunnel. Composite compressor inlet guide vanes were also printed using fiber-filled Ultem 1000 filaments and tested in a cascade rig. The fiber-filled Ultem 1000 filaments and composite vanes were characterized by scanning electron microscope (SEM) and acid digestion to determine the porosity of FDM-printed articles which ranged from 25 to 31%. Coupons of Ultem 9085, experimental Ultem 1000 composites and XH6050 resin were tested at room temperature and 400F to evaluate their corresponding mechanical properties. A preliminary modeling was also initiated to predict the mechanical properties of FDM-printed Ultem 9085 coupons in relation to varied raster angles and void contents, using the GRC-developed MAC/GMC program.

Polymer↗
NASA NTRS2015

A Fully Non-Metallic Gas Turbine Engine Enabled by Additive Manufacturing

In a NASA Aeronautics Research Institute (NARI) sponsored program entitled "A Fully Non-Metallic Gas Turbine Engine Enabled by Additive Manufacturing," evaluation of emerging materials and additive manufacturing technologies was carried out. These technologies may enable fully non-metallic gas turbine engines in the future. This paper highlights the results of engine system trade studies which were carried out to estimate reduction in engine emissions and fuel burn enabled due to advanced materials and manufacturing processes. A number of key engine components were identified in which advanced materials and additive manufacturing processes would provide the most significant benefits to engine operation. In addition, feasibility of using additive manufacturing technologies to fabricate gas turbine engine components from polymer and ceramic matrix composite were demonstrated. A wide variety of prototype components (inlet guide vanes (IGV), acoustic liners, engine access door, were additively manufactured using high temperature polymer materials. Ceramic matrix composite components included first stage nozzle segments and high pressure turbine nozzle segments for a cooled doublet vane. In addition, IGVs and acoustic liners were tested in simulated engine conditions in test rigs. The test results are reported and discussed in detail.

Ceramic Matrix Composites↗
NASA NTRS2015

A Fully Non-Metallic Gas Turbine Engine Enabled by Additive Manufacturing

In a NASA Aeronautics Research Institute (NARI) sponsored program entitled "A Fully Non-Metallic Gas Turbine Engine Enabled by Additive Manufacturing", evaluation of emerging materials and additive manufacturing technologies was carried out. These technologies may enable fully non-metallic gas turbine engines in the future. This paper highlights the results of engine system trade studies which were carried out to estimate reduction in engine emissions and fuel burn enabled due to advanced materials and manufacturing processes. A number of key engine components were identified in which advanced materials and additive manufacturing processes would provide the most significant benefits to engine operation. In addition, feasibility of using additive manufacturing technologies to fabricate gas turbine engine components from polymer and ceramic matrix composite were demonstrated. A wide variety of prototype components (inlet guide vanes (IGV), acoustic liners, engine access door) were additively manufactured using high temperature polymer materials. Ceramic matrix composite components included first stage nozzle segments and high pressure turbine nozzle segments for a cooled doublet vane. In addition, IGVs and acoustic liners were tested in simulated engine conditions in test rigs. The test results are reported and discussed in detail.

Additive Manufacturing↗
NASA NTRS2015

Additive Manufacturing of Ultem Polymers and Composites

The objective of this project was to conduct additive manufacturing to produce aircraft engine components by Fused Deposition Modeling (FDM), using commercially available polyetherimdes Ultem 9085 and experimental Ultem 1000 filled with 10 chopped carbon fiber. A property comparison between FDM-printed and injection molded coupons for Ultem 9085, Ultem 1000 resin and the fiber-filled composite Ultem 1000 was carried out. Furthermore, an acoustic liner was printed from Ultem 9085 simulating conventional honeycomb structured liners and tested in a wind tunnel. Composite compressor inlet guide vanes were also printed using fiber-filled Ultem 1000 filaments and tested in a cascade rig. The fiber-filled Ultem 1000 filaments and composite vanes were characterized by scanning electron microscope (SEM) and acid digestion to determine the porosity of FDM-printed articles which ranged from 25-31. Coupons of Ultem 9085, experimental Ultem 1000 composites and XH6050 resin were tested at room temperature and 400F to evaluate their corresponding mechanical properties.

Polymer↗
NASA NTRS2015

Additive Manufacturing and Characterization of Ultem Polymers and Composites

The objective of this project was to conduct additive manufacturing to produce aircraft engine components by Fused Deposition Modeling (FDM), using commercially available polyetherimides - Ultem 9085 and experimental Ultem 1000 mixed with 10 percent chopped carbon fiber. A property comparison between FDM-printed and injection-molded coupons for Ultem 9085, Ultem 1000 resin and the fiber-filled composite Ultem 1000 was carried out. Furthermore, an acoustic liner was printed from Ultem 9085 simulating conventional honeycomb structured liners and tested in a wind tunnel. Composite compressor inlet guide vanes were also printed using fiber-filled Ultem 1000 filaments and tested in a cascade rig. The fiber-filled Ultem 1000 filaments and composite vanes were characterized by scanning electron microscope (SEM) and acid digestion to determine the porosity of FDM-printed articles which ranged from 25-31 percent. Coupons of Ultem 9085 and experimental Ultem 1000 composites were tested at room temperature and 400 degrees Fahrenheit to evaluate their corresponding mechanical properties.

Polymers↗
NASA NTRS2016

Potential for Landing Gear Noise Reduction on Advanced Aircraft Configurations

The potential of significantly reducing aircraft landing gear noise is explored for aircraft configurations with engines installed above the wings or the fuselage. An innovative concept is studied that does not alter the main gear assembly itself but does shorten the main strut and integrates the gear in pods whose interior surfaces are treated with acoustic liner. The concept is meant to achieve maximum noise reduction so that main landing gears can be eliminated as a major source of airframe noise. By applying this concept to an aircraft configuration with 2025 entry-into-service technology levels, it is shown that compared to noise levels of current technology, the main gear noise can be reduced by 10 EPNL dB, bringing the main gear noise close to a floor established by other components such as the nose gear. The assessment of the noise reduction potential accounts for design features for the advanced aircraft configuration and includes the effects of local flow velocity in and around the pods, gear noise reflection from the airframe, and reflection and attenuation from acoustic liner treatment on pod surfaces and doors. A technical roadmap for maturing this concept is discussed, and the possible drag increase at cruise due to the addition of the pods is identified as a challenge, which needs to be quantified and minimized possibly with the combination of detailed design and application of drag reduction technologies.

Thomas, Russell H.↗
NASA NTRS2012

Concept Assessment of a Fission Fragment Rocket Engine (FFRE) Propelled Spacecraft

The March, 2012 issue of Aerospace America stated that ―the near-to-medium prospects for applying advanced propulsion to create a new era of space exploration are not very good. In the current world, we operate to the Moon by climbing aboard a Carnival Cruise Lines vessel (Saturn 5), sail from the harbor (liftoff) shedding whole decks of the ship (staging) along the way and, having reached the return leg of the journey, sink the ship (burnout) and return home in a lifeboat (Apollo capsule). Clearly this is an illogical way to travel, but forced on Explorers by today's propulsion technology. However, the article neglected to consider the one propulsion technology, using today's physical principles that offer continuous, substantial thrust at a theoretical specific impulse of 1,000,000 sec. This engine unequivocally can create a new era of space exploration that changes the way spacecraft operate. Today's space Explorers could travel in Cruise Liner fashion using the technology not considered by Aerospace America, the novel Dusty Plasma Fission Fragment Rocket Engine (FFRE). This NIAC study addresses the FFRE as well as its impact on Exploration Spacecraft design and operation. It uses common physics of the relativistic speed of fission fragments to produce thrust. It radiatively cools the fissioning dusty core and magnetically controls the fragments direction to practically implement previously patented, but unworkable designs. The spacecraft hosting this engine is no more complex nor more massive than the International Space Station (ISS) and would employ the successful ISS technology for assembly and check-out. The elements can be lifted in "chunks" by a Heavy Lift Launcher. This Exploration Spacecraft would require the resupply of small amounts of nuclear fuel for each journey and would be an in-space asset for decades just as any Cruise Liner on Earth. This study has synthesized versions of the FFRE, integrated one concept onto a host spacecraft designed for manned travel to Jupiter's moon, Callisto, and assessed that round trip journey. This engine, although unoptimized, produced 10 pounds force of thrust at a delivered specific impulse of 527,000 seconds for the entire 15-year mission while providing enormous amounts of electrical power to the spacecraft. A payload of 60 metric tons, included in the 300 metric ton vehicle, was carried to Callisto and back; the propellant tanks holding the 4 metric tons of fuel were not jettisoned in the process. The study concluded that the engine and spacecraft are within today's technology, could be built, tested, launched on several SLS (Space Launch System) (or similar) launchers, integrated, checked out, moved to an in-space base such as at a Lagrange point and operated for decades.

Engine↗
NASA NTRS2016

Design of a Two-Stage Light Gas Gun for Muzzle Velocities of 10 - 11 kms

Space debris poses a major risk to spacecraft. In low earth orbit, impact velocities can be 10 11 kms and as high as 15 kms. For debris shield design, it would be desirable to be able to launch controlled shape projectiles to these velocities. The design of the proposed 10 11 kmsec gun uses, as a starting point, the Ames 1.280.22 two stage gun, which has achieved muzzle velocities of 10 11.3 kmsec. That gun is scaled up to a 0.3125 launch tube diameter. The gun is then optimized with respect to maximum pressures by varying the pump tube length to diameter ratio (LD), the piston mass and the hydrogen pressure. A pump tube LD of 36.4 is selected giving the best overall performance. Piezometric ratios for the optimized guns are found to be 2.3, much more favorable than for more traditional two stage light gas guns, which range from 4 to 6. The maximum powder chamber pressures are 20 to 30 ksi. To reduce maximum pressures, the desirable range of the included angle of the cone of the high pressure coupling is found to be 7.3 to 14.6 degrees. Lowering the break valve rupture pressure is found to lower the maximum projectile base pressure, but to raise the maximum gun pressure. For the optimized gun with a pump tube LD of 36.4, increasing the muzzle velocity by decreasing the projectile mass and increasing the powder loads is studied. It appears that saboted spheres could be launched to 10.25 and possibly as high as 10.7 10.8 kmsec, and that disc-like plastic models could be launched to 11.05 kms. The use of a tantalum liner to greatly reduce bore erosion and increase muzzle velocity is discussed. With a tantalum liner, CFD code calculations predict muzzle velocities as high as 12 to 13 kms.

Gun Design↗
NASA NTRS2016

Design, Development and Hotfire Testing of Monolithic Copper and Bimetallic Additively Manufactured Combustion Chambers

NASA and industry partners are working towards fabrication process development to reduce costs and schedules associated with manufacturing liquid rocket engine components with the goal of reducing overall mission costs. One such technique being evaluated is powder-bed fusion or selective laser melting (SLM) otherwise commonly referred to as additive manufacturing. The NASA Low Cost Upper Stage Propulsion (LCUSP) program was designed to develop processes and material characterization for the GRCop-84 copper-alloy commensurate with powder bed additive manufacturing, evaluate bimetallic deposition and complete testing of a full scale combustion chamber. As part of this development, the process has been transferred to industry partners to enable a long-term supply chain of monolithic copper combustion chambers. As a direct spin off of this program, NASA is working with industry partners to further develop the printing process for the GRCop-84 material in addition to the C-18150 (CuCrZr) material. To advance the process further and allow for optimization with multiple materials, NASA is also investigating the feasibility of bimetallic additively manufactured chambers. A 1.2k sized thrust-chamber was designed and developed to compare the printing process of the GRCop-84 and C-18150 SLM materials. A series of similar MCC liners also completed development with an Inconel 625 jacket bonded to the GRcop-84 liner evaluating direct metal deposition (DMD) laser and arc-based techniques. This paper describes the design, development, manufacturing and testing of these combustion chambers and associated lessons learned throughout the design and development process.

Gradl, Paul↗
NASA NTRS2017

CFD Analysis of an Installation Used to Measure the Skin-Friction Penalty of Acoustic Treatments

There is a drive to devise acoustic treatments with reduced skin-friction and therefore fuel-burn penalty for engine nacelles on commercial airplanes. The studies have been experimental, and the effects on skin-friction are deduced from measurements of the pressure drop along a duct. We conduct a detailed CFD analysis of the installation, for two purposes. The first is to predict the effects of the finite size of the rig, including its near-square cross-section and the moderate length of the treated patch; this introduces transient and blockage effects, which have not been included so far in the analysis. In addition, the flow is compressible, so that even with homogeneous surface conditions, it is not homogeneous in the streamwise direction. The second purpose is to extract an effective sand-grain roughness size for a particular liner, which in turn can be used in a CFD analysis of the aircraft, leading to actual predictions of the effect of acoustic treatments on fuel burn in service. The study is entirely based on classical turbulence models, with an appropriate modification for effective roughness effects, rather than directly modeling the liners.

Spalart, Philippe R.↗
NASA NTRS2018

Measurement of Noise Reduction from Acoustic Casing Treatments Installed over a Subscale High Bypass Ratio Turbofan Rotor

NASA is continuing to develop over-the-rotor acoustic liners for turbofan applications. A series of low Technology Readiness Level experiments were conducted to better understand the acoustic and aerodynamic effects of these acoustic liners. The final experiment included the evaluation of four acoustic casing treatment concepts and two baseline configurations in an internal flow axial compressor facility with a 1.5 pressure-ratio high-bypass turbofan rotor. An inlet in-duct array was utilized to extract sound power levels propagating forward from the turbofan rotor. The effect of a circumferentially grooved relative to a hardwall fan case was found to reduce the in-duct sound power level by about 1.5dB for frequencies less than 2kHz while increasing noise from 4 to 8kHz by as much as 7.5dB at low fan speeds. The four acoustic treatment concepts were incorporated into the bottoms of the circumferential grooves and found to provide an additional 1 to 2dB sound power level reduction under 2kHz. The sound power level reduction was found to be even greater, 2.5 to 3.5dB, when evaluating the reduction on rotor alone duct modes (co-rotating modes). The acoustic treatments also appeared to reduce multiple pure tone noise at transonic fan speeds. Depending on the acoustic treatment concept, the high-frequency noise created by the circumferential grooves was reduced by 1.5 to 5 dB. The total noise reduction from acoustic treatments embedded into the bottoms of circumferential grooves relative to a hardwall baseline was found to be 2.5 to 3.5dB sound power level. The sound power level reduction for rotor alone (co-rotating) modes was found to be 3.5 to 4.5dB. These results show the potential for significant turbofan noise reduction by incorporating acoustic treatments over-the-rotor.

Noise↗
NASA NTRS2018

Hybrid Additive Manufacturing Deposition and Selective Laser Melting Techniques Applied to Copper-Alloy Liquid Rocket Engine Combustion Chambers

Virgin Orbit and the NASA Marshall Space Flight Center have partnered to fabricate a small, multi-metallic, regeneratively cooled thrust chamber by leveraging the strengths of two different types of additive manufacturing: Direct Metal Laser Sintering (DMLS) for the copper alloy liner and blown powder Directed Energy Deposition (DED) for the Inconel structural jacket. The DED is being developed using Virgin Orbit's DMG Mori Seiki hybrid additive/subtractive machining center to further enable unique processing and further cost savings. The materials chosen are preferred for high performance thrust chamber applications, representing a significant advancement from the compromises typically made in the production of metal 3D printed thrust chambers for rocket engines. The 1.2K-lbf thrust article is a 16" tall, 3" diameter design modified for this effort to be regeneratively cooled with water and hot fired using a RP-1/LOX pintle-style development injector from Virgin Orbit's NewtonFour upper stage engine. The thrust chamber was tested at Virgin Orbit's Necker test site in Mojave, California. Results from this test campaign are reported in addition to information characterizing the liner, jacket, and bimetallic diffusion layer materials. This paper will also highlight some of the future bimetallic thrust chamber developments that MSFC and Virgin Orbit will complete under a recently awarded NASA contract.

Zagorski, Kevin↗
NASA NTRS2018

Angled Radial Fuel/Air Delivery System for Combustor

A combustor is provided. The combustor may comprise an axial fuel delivery system, and a radial fuel delivery system aft of the axial fuel delivery system. The radial fuel delivery system may be configured to direct fuel at least partially towards the axial fuel delivery system. A radial fuel delivery system is also provided. The system may comprise a combustor including a combustor liner, a mixer coupled to the combustor liner, and a nozzle disposed within the mixer, wherein the mixer and the nozzle are configured to direct fuel in a direction at least partially forward.

Kim, Wookyung↗