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At least 1,387 records · Page 77
All sourcesNASA NTRSDOE OSTI
NASA NTRS1996

The Yeh-Stratton Criterion for Stress Concentrations on Fiber -Reinforced Composite Materials

The Yeh-Stratton criterion developed from a yielding criterion is modified to a generalized failure criterion and applied to fiber-reinforced composites with a central crack or a circular cutout under tensile loadings. The purpose of a material failure criterion is to establish a theoretical margin of safety and to be validated by experiments. It is necessary to obtain the crack tip stress field before a failure criterion of composite materials is applied. However, the crack tip stress field is complicated since there are numerous factors that influence the crack tip stress distribution. The understanding of the factors that contribute to crack tip stress field is of critical importance in analyzing composite laminates.

Yeh, Hsieng-Yang↗
NASA NTRS1997

The Spectral and Statistical Properties of Turbulence Generated by a Vortex/Blade-Tip Interaction

The perpendicular interaction of a streamwise vortex with the tip of a lifting blade was studied in incompressible flow to provide information useful to the accurate prediction of helicopter rotor noise and the understanding of vortex dominated turbulent flows. The vortex passed 0.3 chord lengths to the suction side of the blade tip, providing a weak interaction. Single and two-point turbulence measurements were made using sub-miniature four sensor hot-wire probes 15 chord lengths downstream of the blade trailing edge; revealing the mean velocity and Reynolds stress tensor distributions of the turbulence, as well as its spanwise length scales as a function of frequency. The single point measurements show the flow downstream of the blade to be dominated by the interaction of the original tip vortex and the vortex shed by the blade. These vortices rotate about each other under their mutual induction, winding up the turbulent wakes of the blades. This interaction between the vortices appears to be the source of new turbulence in their cores and in the region between them. This turbulence appears to be responsible for some decay in the core of the original vortex, not seen when the blade is removed. The region between the vortices is not only a region of comparatively large stresses, but also one of intense turbulence production. Velocity autospectra measured near its center suggests the presence quasi-periodic large eddies with axes roughly parallel to a line joining the vortex cores. Detailed two-point measurements were made on a series of spanwise cuts through the flow so as to reveal the turbulence scales as they would be seen along the span of an intersecting airfoil. The measurements were made over a range of probe separations that enabled them to be analyzed not only in terms of coherence and phase spectra but also in terms of wave-number frequency (kappa-omega) spectra, computed by transforming the measured cross-spectra with respect to the spanwise separation of the probes. These data clearly show the influence of the coherent eddies in the spiral wake and the turbulent region between the cores. These eddies produce distinct peaks in the upwash velocity kappa-omega spectra, and strong anisotropy manifested both in the decay of the kappa-omega spectrum at larger wave-numbers and in differences between the kappa-omega spectra of different components. None of these features are represented in the von Karman spectrum for isotropic turbulence that is often used in broadband noise computations. Wave-number frequency spectra measured in the cores appear to show some evidence that the turbulence outside sets tip core waves, as has previously been hypothesized. These spectra also provide for the first time a truly objective method for distinguishing velocity fluctuations produced by core wandering from other motions.

Devenport, William J.↗
NASA NTRS1998

Comprehensive Structural Dynamic Analysis of the SSME/AT Fuel Pump First-Stage Turbine Blade

A detailed structural dynamic analysis of the Pratt & Whitney high-pressure fuel pump first-stage turbine blades has been performed to identify the cause of the tip cracking found in the turbomachinery in November 1997. The analysis was also used to help evaluate potential fixes for the problem. Many of the methods available in structural dynamics were applied, including modal displacement and stress analysis, frequency and transient response to tip loading from the first-stage Blade Outer Gas Seals (BOGS), fourier analysis, and shock spectra analysis of the transient response. The primary findings were that the BOGS tip loading is impulsive in nature, thereby exciting many modes of the blade that exhibit high stress at the tip cracking location. Therefore, a proposed BOGS count change would not help the situation because a clearly identifiable resonance situation does not exist. The recommendations for the resolution of the problem are to maintain the existing BOGS count, eliminate the stress concentration in the blade due to its geometric design, and reduce the applied load on the blade by adding shiplaps in the BOGS.

Brown, A. M.↗
NASA NTRS1959

Evaluation of Transpiration-Cooled Turbine Blades with Shells of "Poroloy" Wire Cloth

An experimental investigation was made to evaluate the durability and permeability of a group of transpiration-cooled, strut-supported turbine blades. The porous shells were formed from a woven-wire material. The blades were fabricated by a contractor for the Bureau of Aeronautics. The results of permeability tests indicated that the shell material exhibited large random variations in local permeability, which result in excessive coolant flows and very nonuniform cooling. For this reason no heat-transfer evaluations were made because any results would have been inconclusive. Four blades were investigated for structural soundness in a turbo-jet engine operating at a turbine-inlet temperature of approximately 1670 deg F and a turbine tip speed of approximately 1305 feet per second. The maximum temperature of the porous-shell material was approximately 1050 deg F. Inspection of the first two blades after 10 minutes of engine operation revealed that the tips of both of the blades had failed. For the second pair of blades, an improved tip cap was provided by the use of built-up weld extending from strut tip to shell. One of these blades was then operated for 33 hours without failure, and was found to be in good condition at the end of this time. The second blade of this second pair failed within the first 10 minutes of operation because of a poor bond between shell and strut lands.

Richards, Hadley T.↗
NASA NTRS1961

Experimental Investigation of an Air-Cooled Turbine Operating in a Turbojet Engine at Turbine Inlet Temperatures up to 2500 F

An experimental investigation was made of an air-cooled turbine at average turbine inlet temperatures up to 2500 F. A modified production-model 12-stage axial-flow-compressor turbojet engine operating in a static sea-level stand was used as the test vehicle. The modifications to the engine consisted of the substitution of special combustor and turbine assemblies and double-walled exhaust ducting for the standard parts of the engine. All of these special parts were air-cooled to withstand the high operating temperatures of the investigation. The air-cooled turbine stator and rotor blades were of the corrugated-insert type. Leading-edge tip caps were installed on the rotor blades to improve leading-edge cooling by diverting the discharge of coolant to regions of lower gas pressure toward the trailing edge of the blade tip. Caps varying in length from 0.15- to 0.55-chord length were used in an attempt to determine the optimum cap length for this blade. The engine was operated over a range of average turbine inlet temperatures from about 1600 to about 2500 F, and a range of average coolant-flow ratios of 0.012 to 0.065. Temperatures of the air-cooled turbine rotor blades were measured at all test conditions by the use of thermocouples and temperature-indicating paints. The results of the investigation indicated that this type of blade is feasible for operation in turbojet engines at the average turbine inlet temperatures and stress levels tested(maximums of 2500 F and 24,000 psi, respectively). An average one-third-span blade temperature of 1300 F could be maintained on 0.35-chord tip cap blades with an average coolant-flow ratio of about 0.022 when the average turbine inlet temperature was 2500 F and cooling-air temperature was about 260 F. All of the leading-edge tip cap lengths improved the cooling of the leading-edge region of the blades, particularly at low average coolant-flow ratios. At high gas temperatures, such parts as the turbine stator and the combustor liners are likely to be as critical as the turbine rotor blades.

Cochran, Reeves P.↗
NASA NTRS1958

Some Effects of Horizontal-Tail Position on the Vertical-Tail Pressure Distributions of a Complete Model in Sideslip at High Subsonic Speeds

An investigation has been made in the Langley high-speed 7- by 10-foot tunnel of some effects of horizontal-tail position on the vertical-tail pressure distributions of a complete model in sideslip at high subsonic speeds. The wing of the model was swept back 28.82 deg at the quarter-chord line and had an aspect ratio of 3.50, a taper ratio of 0.067, and NACA 65A004 airfoil sections parallel to the model plane of symmetry. Tests were made with the horizontal tail off, on the wing-chord plane extended, and in T-tail arrangements in forward and rearward locations. The test Mach numbers ranged from 0.60 to 0.92, which corresponds to a Reynolds number range from approximately 2.93 x 10(exp 6) to 3.69 x 10(exp 6), based on the wing mean aerodynamic chord. The sideslip angles varied from -3.9 deg to 12.7 deg at several selected angles of attack. The results indicated that, for a given angle of sideslip, increases in angle of attack caused reductions in the vertical-tail loads in the vicinity of the root chord and increases at the midspan and tip locations, with rearward movements in the local chordwise centers of pressure for the midspan locations and forward movements near the tip of the vertical tail. At the higher angles of attack all configurations investigated experienced outboard and rearward shifts in the center of pressure of the total vertical-tail load. Location of the horizontal tail on the wing- chord plane extended produced only small effects on the vertical-tail loads and centers of pressure. Locating the horizontal tail at the tip of the vertical tail in the forward position caused increases in the vertical-tail loads; this configuration, however, experienced considerable reduction in loads with increasing Mach number. Location of the horizontal tail at the tip of the vertical tail in the rearward position produced the largest increases in vertical-tail loads per degree sideslip angle; this configuration experienced the smallest variations of loads with Mach number of any of the configurations investigated.

Alford, William J., Jr.↗
NASA NTRS1998

An Evaluation of the Plasticity-Induced Crack-Closure Concept and Measurement Methods

An assessment of the plasticity-induced crack-closure concept is made, in light of some of the questions that have been raised on the validity of the concept, and the assumptions that have been made concerning crack-dp damage below the crack-opening stress. The impact of using other crack-tip parameters, such as the cyclic crack-tip displacement, to model crack-growth rate behavior was studied. Crack-growth simulations, using a crack-closure model, showed a close relation between traditional Delta K eff, and the cyclic crack-tip displacement (Delta eff) for an aluminum alloy and a steel. Evaluations of the cyclic hysteresis energy demonstrated that the cyclic plastic damage below the crack-opening stress was negligible in the Paris crack-growth regime. Some of the standard and newly proposed remote measurement methods to determine the 'effective' crack-tip driving parameter were evaluated on middle-crack tension specimens. A potential source of the Kmax effect on crack-growth rates was studied on an aluminum alloy. Results showed that the ratio of Kmax to Kc had a strong effect on crack-growth rates at high stress ratios and at low stress ratios for very high stress levels. The crack-closure concept and the traditional crack-growth rate equations were able to correlate and predict crack-growth rates under these extreme conditions.

Newman, James C., Jr.↗
NASA NTRS1998

Boeing 18-Inch Fan Rig Broadband Noise Test

The purposes of the subject test were to identify and quantify the mechanisms by which fan broadband noise is produced, and to assess the validity of such theoretical models of those mechanisms as may be available. The test was conducted with the Boeing 18-inch fan rig in the Boeing Low-Speed Aeroacoustic Facility (LSAF). The rig was designed to be particularly clean and geometrically simple to facilitate theoretical modeling and to minimize sources of interfering noise. The inlet is cylindrical and is equipped with a boundary layer suction system. The fan is typical of modern high-by-pass ratio designs but is capable of operating with or without fan exit guide vanes (stators), and there is only a single flow stream. Fan loading and tip clearance are adjustable. Instrumentation included measurements of fan performance, the unsteady flow field incident on the fan and stators, and far-field and in-duct acoustic fields. The acoustic results were manipulated to estimate the noise generated by different sources. Significant fan broadband noise was found to come from the rotor self-noise as measured with clean inflow and no boundary layer. The rotor tip clearance affected rotor self-noise somewhat. The interaction of the rotor with inlet boundary layer turbulence is also a significant source, and is strongly affected by rotor tip clearance. High level noise can be generated by a high-order nonuniform rotating at a fraction of the fan speed, at least when tip clearance and loading are both large. Stator-generated noise is the loudest of the significant sources, by a small margin, at least on this rig. Stator noise is significantly affected by propagation through the fan.

Ganz, Ulrich W.↗
NASA NTRS1998

New AFM Techniques for Investigating Molecular Growth Mechanisms of Protein Crystals

Atomic Force Microscopy (AFM) has emerged as a powerful technique for investigating protein crystal growth. Earlier AFM studies were among the first to demonstrate that these crystals grew by dislocation and 2D nucleation growth mechanisms [1]. These investigations were restricted to the micron range where only surface features, such as dislocation hillocks and 2D islands are visible. Most AFM instruments can scan at higher resolutions and have the potential to resolve individual protein molecules at nanometer ranges. Such scans are essential for determining the molecular packing arrangements on crystal faces and for probing the growth process at the molecular level. However, at this resolution the AFM tip influences the image produced, with the resulting image being a convolution of the tip shape and the surface morphology [2]. In most studies this problem is resolved by deconvoluting the image to obtain the true surface morphology. Although deconvolution routines work reasonably well for simple one- dimensional shapes, for complex surfaces this approach does not produce accurate results. In this study we devised a new approach which takes advantage of the precise molecular order of crystal surfaces, combined with the knowledge of individual molecular shapes from the crystallographic data of the protein and the AFM tip shape. This information is used to construct expected theoretical AFM images by convoluting the tip shape with the constructed crystal surface shape for a given surface packing arrangement. By comparing the images from actual AFM scans with the constructed ones for different possible surface packing arrangements, the correct packing arrangement can be conclusively determined. This approach was used in this study to determine the correct one from two possible packing arrangements on (I 10) faces of tetragonal lysozyme crystals. Another novel AFM technique was also devised to measure the dimension of individual growth units of the crystal faces. Measuring these units was not attempted before and most studies have assumed that the growth unit consisted of individual protein molecules. The linescan mode of AFM instruments allows the crystal surface to be scanned along a single line. By scanning across a growth step an image showing the motion of the step is obtained. Normally such an image shows a straight line for continuous and constant step velocity. In this study by increasing the scan rate and by decreasing the step velocity (by decreasing the supersaturation), we were able to capture images of individual growth events, shown by jump discontinuities in the step line. By suitable integration of the image the growth unit dimension in the scanned direction can be obtained. Since multiple units can be involved in the growth process it is necessary to collect a statistically relevant sample before drawing conclusions about the growth mechanism. This technique was successfully employed to obtain the dimensions of growth units for the (110) face, showing that they consisted of various aggregates corresponding to the 43 helices in the crystal structure.

Li, Huayu↗
NASA NTRS1999

Fracture Mechanics of Thin, Cracked Plates Under Tension, Bending and Out-of-Plane Shear Loading

Cracks in the skin of aircraft fuselages or other shell structures can be subjected to very complex stress states, resulting in mixed-mode fracture conditions. For example, a crack running along a stringer in a pressurized fuselage will be subject to the usual in-plane tension stresses (Mode-I) along with out-of-plane tearing stresses (Mode-III like). Crack growth and initiation in this case is correlated not only with the tensile or Mode-I stress intensity factor, K(sub I), but depends on a combination of parameters and on the history of crack growth. The stresses at the tip of a crack in a plate or shell are typically described in terms of either the small deflection Kirchhoff plate theory. However, real applications involve large deflections. We show, using the von-Karman theory, that the crack tip stress field derived on the basis of the small deflection theory is still valid for large deflections. We then give examples demonstrating the exact calculation of energy release rates and stress intensity factors for cracked plates loaded to large deflections. The crack tip fields calculated using the plate theories are an approximation to the actual three dimensional fields. Using three dimensional finite element analyses we have explored the relationship between the three dimensional elasticity theory and two dimensional plate theory results. The results show that for out-of-plane shear loading the three dimensional and Kirchhoff theory results coincide at distance greater than h/2 from the crack tip, where h/2 is the plate thickness. Inside this region, the distribution of stresses through the thickness can be very different from the plate theory predictions. We have also explored how the energy release rate varies as a function of crack length to plate thickness using the different theories. This is important in the implementation of fracture prediction methods using finite element analysis. Our experiments show that under certain conditions, during fatigue crack growth, the presence of out-of-plane shear loads induces a great deal of contact and friction on the crack surfaces, dramatically reducing crack growth rate. A series of experiments and a proposed computational approach for accounting for the friction is discussed.

Zehnder, Alan T.↗
NASA NTRS2000

Turbulence Measurements and Computations for the Predication of Broadband Noise in High Bypass Ratio Fans

Work was performed under this grant with a view to providing the experimental and computational results needed to improve the prediction of broadband stator noise in large bypass ratio aircraft engines. The central hypothesis of our study was that a large fraction of this noise was generated by the fan tip leakage vortices. More specifically, that these vortices are a significant component of the fan wake turbulence and they contain turbulent eddies of a type that can produce significant broadband noise. To test this hypothesis we originally proposed experimental work and computations with the following objectives: (1) to build a large scale two-dimensional cascade with a tip gap and a stationary endwall that, as far as possible, simulates the fan tip geometry, (2) to build a moving endwall for use with the large scale cascade, (3) to measure, in detail, the turbulence structure and spectrum generated by the blade wake and tip leakage vortex, for both endwall configurations, (4) to use the CFD to compute the flow and turbulence distributions for both the experimental configurations and the ADP fan, (5) to provide the experimental and CFD results for the cascades and the physical understanding gained from their study as a basis for improving the broadband noise prediction method. In large part these objectives have been achieved. The most important achievements and findings of our experimental and computational efforts are summarized below. The bibliography at the end of this report includes a list of all publications produced to date under this project. Note that this list is necessarily incomplete the task of publication (particularly in journal papers) continues.

Devenport, William J.↗
NASA NTRS2000

A Diamond Electron Tunneling Micro-Electromechanical Sensor

A new pressure sensing device using field emission from diamond coated silicon tips has been developed. A high electric field applied between a nano-tip array and a diaphragm configured as electrodes produces electron emission governed by the Fowler Nordheim equation. The electron emission is very sensitive to the separation between the diaphragm and the tips, which is fixed at an initial spacing and bonded such that a cavity is created between them. Pressure applied to the diaphragm decreases the spacing between the electrodes, thereby increasing the number of electrons emitted. Silicon has been used as a substrate on which arrays of diamond coated sharp tips have been fabricated for electron emission. Also, a diaphragm has been made using wet orientation dependent etching. These two structures were bonded together using epoxy and tested. Current - voltage measurements were made at varying pressures for 1-5 V biasing conditions. The sensitivity was found to be 2.13 mV/V/psi for a 20 x 20 array, which is comparable to that of silicon piezoresistive transducers. Thinner diaphragms as well as alternative methods of bonding are expected to improve the electrical characteristics of the device. This transducer will find applications in many engineering fields for pressure measurement.

Albin, Sacharia↗
NASA NTRS2000

Smoke-Point Properties of Nonbuoyant Round Laminar Jet Diffusion Flames

The laminar smoke-point properties of nonbuoyant round laminar jet diffusion flames were studied emphasizing results from long duration (100-230 s) experiments at microgravity carried -out on- orbit in the Space Shuttle Columbia. Experimental conditions included ethylene-and propane-fueled flames burning in still air at an ambient temperature of 300 K, initial jet exit diameters of 1.6 and 2.7 mm, jet exit velocities of 170-1630 mm/s, jet exit Reynolds numbers of 46-172, characteristic flame residence times of 40-302 ms, and luminous flame lengths of 15-63 mm. The onset of laminar smoke-point conditions involved two flame configurations: closed-tip flames with first soot emissions along the flame axis and open-tip flames with first soot emissions from an annular ring about the flame axis. Open-tip flames were observed at large characteristic flame residence times with the onset of soot emissions associated with radiative quenching near the flame tip; nevertheless, unified correlations of laminar smoke-point properties were obtained that included both flame configurations. Flame lengths at laminar smoke-point conditions were well-correlated in terms of a corrected fuel flow rate suggested by a simplified analysis of flame shape. The present steady and nonbuoyant flames emitted soot more readily than earlier tests of nonbuoyant flames at microgravity using ground-based facilities and of buoyant flames at normal gravity due to reduced effects of unsteadiness, flame disturbances and buoyant motion. For example, laminar smoke-point flame lengths from ground-based microgravity measurements were up to 2.3 times longer and from buoyant flame measurements were up to 6.4 times longer than the present measurements at comparable conditions. Finally, present laminar smoke-point flame lengths were roughly inversely proportional to pressure, which is a somewhat slower variation than observed during earlier tests both at microgravity using ground-based facilities and at normal gravity.

Urban, D. L.↗
NASA NTRS1995

Lead-Lag Control for Helicopter Vibration and Noise Reduction

As a helicopter transitions from hover to forward flight, the main rotor blades experience an asymmetry in flow field around the azimuth, with the blade section tangential velocities increasing on the advancing side and decreasing on the retreating side. To compensate for the reduced dynamic pressure on the retreating side, the blade pitch angles over this part of the rotor disk are increased. Eventually, a high enough forward speed is attained to produce compressibility effects on the advancing side of the rotor disk and stall on the retreating side. The onset of these two phenomena drastically increases the rotor vibratory loads and power requirements, thereby effectively establishing a limit on the maximum achievable forward speed. The alleviation of compressibility and stall (and the associated decrease in vibratory loads and power) would potentially result in an increased maximum forward speed. In the past, several methods have been examined and implemented to reduce the vibratory hub loads. Some of these methods are aimed specifically at alleviating vibration at very high flight speeds and increasing the maximum flight speed, while others focus on vibration reduction within the conventional flight envelope. Among the later are several types passive as well as active schemes. Passive schemes include a variety of vibration absorbers such as mechanical springs, pendulums, and bifilar absorbers. These mechanism are easy to design and maintain, but incur significant weight and drag penalties. Among the popular active control schemes in consideration are Higher Harmonic Control (HHC) and Individual Blade Control (IBC). HHC uses a conventional swash plate to generate a multi-cyclic pitch input to the blade. This requires actuators capable of sufficiently high power and bandwidth, increasing the cost and weight of the aircraft. IBC places actuators in the rotating reference frame, requiring the use of slip rings capable of transferring enough power to the actuators. Both schemes cause an increase in pitch link loads. Trailing Edge Flap (TEF) deployment can also used to generate unsteady aerodynamic forces and moments that counter the original vibratory loads, and thereby reduce rotor vibrations. While the vibrations absorbers, HHC, IBC, and TEF concepts discussed above attempt to reduce the vibratory loads, they do not specifically address the phenomena causing the vibrations at high advance ratios. One passive method that attempts to directly alleviate compressibility and stall, instead of reducing the ensuing vibrations, is the use of advanced tip designs. Taper, sweep, anhedral, and the manipulation of other geometric properties of the blade tips can reduce the severity of stall and compressibility effects , as well as reduce rotor power. A completely different approach to solve these problems is the tiltrotor configuration. As the forward velocity of the aircraft increases, the rotors, in this case, are tilted forward until they are perpendicular to the flow and act as propellers. This eliminates the edgewise flow encountered by conventional rotors and circumvents all the problems associated with flow asymmetry. However, the success involves a tremendous increase in cost and complexity of the aircraft. Another possible approach that has been proposed for the alleviation of vibratory loads at high forward flight speeds involves the use of controlled lead-lag motions to reduce the asymmetry in flow. A correctly phased 1/rev controlled lag motion could be introduced such that it produces a backward velocity on the advancing side and a forward velocity on the retreating side, to delay compressibility effects and stall to a higher advance ratio. Using a large enough lead-lag amplitude, the tip velocities could be reduced to levels encountered in hover. This concept was examined by two groups in the 1950's and early 1960's. In the United States, the Research Labs Division of United Aircraft developed a large lead-lag motion rotor, meant to achieve lag motion amplitudes up to 45 degrees. In order to reduce the required actuation force, the blade hinges were moved to 40% of the blade radius to increase the rotating lag frequency to approximately 1/rev. The blade hinges were redesigned to produce a flap-lag coupling so the large flapwise aerodynamic loads could be exploited to actuate the blades in the lag direction. A wind tunnel test of this rotor concept revealed actuation and blade motion scheduling problems. The project was eventually discontinued due to these problems and high blade stresses. Around the same time, at Boelkow in Germany, a similar lead-lag rotor program was conducted under the leadership of Hans Derschmidt. Here, too, the blade hinges were moved outboard to 34% radius to reduce the actuation loads. The main difference between this and the United Aircraft program was the use of a mechanical actuation scheme with maximum lead-lag motions of 400. This program was also discontinued for unclear reasons. The present study is directed toward conducting a comprehensive analytical examination to evaluate the effectiveness of controlled lead-lag motions in reducing vibratory hub loads and increasing maximum flight speed. Since both previous studies on this subject were purely experimental, only a limited data set and physical understanding of the problem was obtained. With the currently available analytical models and computational resources, the present effort is geared toward developing an in-depth physical understanding of the precise underlying mechanisms by which vibration reduction may be achieved. Additionally, in recognition of the fact that large amplitude lead-lag motions would - (i) be difficult to implement, and (ii) produce very large blade stresses; the present study examines the potential of only moderate-to-small lead-lag motions for reduction of vibratory hub loads. Using such an approach, the emphasis is not on eliminating the periodic variations in tangential velocity at the blade tip, but at best reducing these variations slightly so that compressibility and stall are delayed to slightly higher advance ratios. This study was conducted in two steps. In the first step, a hingeless helicopter rotor was modeled using rigid blades undergoing flap-lag-torsion rotations about spring restrained hinges and bearings. This model was then modified by separating the lead-lag degree of freedom into two components, a free and a prescribed motion. Using this model, a parametric study of the effect of phase and amplitude of a prescribed lead-lag motion on hub vibration was conducted. The data gathered was analyzed to obtain an understanding of the basic physics of the problem and show the capability of this method to reduce vibration and expand the flight envelope. In the second half of the study, the similar analysis was conducted using an elastic blade model to confirm the effects predicted by the simpler model.

Gandhi, Farhan↗
NASA NTRS2000

A Novel Method for Reducing Rotor Blade-Vortex Interaction

One of the major hindrances to expansion of the rotorcraft market is the high-amplitude noise they produce, especially during low-speed descent, where blade-vortex interactions frequently occur. In an attempt to reduce the noise levels caused by blade-vortex interactions, the flip-tip rotor blade concept was devised. The flip-tip rotor increases the miss distance between the shed vortices and the rotor blades, reducing BVI noise. The distance is increased by rotating an outboard portion of the rotor tip either up or down depending on the flight condition. The proposed plan for the grant consisted of a computational simulation of the rotor aerodynamics and its wake geometry to determine the effectiveness of the concept, coupled with a series of wind tunnel experiments exploring the value of the device and validating the computer model. The computational model did in fact show that the miss distance could be increased, giving a measure of the effectiveness of the flip-tip rotor. However, the wind experiments were not able to be conducted. Increased outside demand for the 7'x lO' wind tunnel at NASA Ames and low priority at Ames for this project forced numerous postponements of the tests, eventually pushing the tests beyond the life of the grant. A design for the rotor blades to be tested in the wind tunnel was completed and an analysis of the strength of the model blades based on predicted loads, including dynamic forces, was done.

Glinka, A. T.↗
NASA NTRS2000

Geometric Perturbations and Asymmetric Vortex Shedding about Slender Pointed Bodies

The flow about slender, pointed bodies can be characterized by different states with angle of attack. At moderate-to-high angles of attack (alpha approx. = 40 deg.), a steady, asymmetric vortex pattern develops along the body, leading to a net lateral force. At higher angles of attack (alpha approx. = 60 deg.), the aft-end of the body develops an unsteady von Karman shedding. As the angle of attack approaches 90 deg., the entire body length exhibits a time-dependent vortex shedding pattern. The current work uses three-dimensional, thin-layer Navier-Stokes simulations to investigate the physical mechanisms of asymmetric vortex shedding at alpha = 40 deg. and alpha = 60 deg. The development of an asymmetric vortex pattern via a convective instability mechanism is investigated using tip bumps, surface roughness, and tip curvature. It's found that surface roughness simulations can incite an asymmetric vortex state at alpha = 60 deg. which is consistent with the application of a tip bump, and the experimentally observed flowfield. The unsteady von Karman vortex shedding on the aft. portion of the body is also well resolved. The use of surface roughness did not incite a flow asymmetry at alpha = 40 deg., and it was necessary to simulate tip curvature at this angle of attack in order to generate an asymmetric vortex state.

Murman, Scott M.↗
NASA NTRS2000

Preliminary Study of a Model Rotor in Descent

Within a program designed to develop experimental techniques for measuring the trajectory and structure of vortices trailing from the tips of rotor blades, the present preliminary study focuses on a method for quantifying the trajectory of the trailing vortex during descent flight conditions. This study also presents rotor loads and blade surface pressures for a range of tip-path plane angles and Mach numbers. Blade pressures near the leading edge and along the outer radius are compared with data obtained on the same model rotor, but in open jet facilities. A triangulation procedure based on two directable laser-light sheets, each containing an embedded reference, proved effective in defining the spatial coordinates of the trailing vortex. When interrogating a cross section of the flow that contains several trailing vortices, the greatest clarity was found to result when the flow is uniformly seeded. Surface pressure responses during blade-vortex interactions appeared equally sensitive near the leading edge and along the outer portion of the blade, but diminished rapidly as the distance along the blade chord increased. The pressure response was virtually independent of whether the tip-path plane angle was obtained through shaft tilt or cyclic pitch. Although the shape and frequency of the pressure perturbations on the advancing blade during blade-vortex interaction are similar to those obtained in open-jet facilities, the angle of the tip-path plane may need to be lower than the range covered in this study.

McAlister, K. W.↗
NASA NTRS2000

Modeling of Current-Voltage Characteristics in Large Metal-Semiconducting Carbon Nanotube Systems

A model is proposed for two observed current-voltage (I-V) patterns in recent experiment with a scanning tunneling microscope tip and a carbon nanotube [Collins et al., Science 278, 100 (1997)]. We claim that there are two contact modes for a tip (metal)-nanotube (semiconductor) junction depending whether the alignment of the metal and the semiconductor band structures is (1) variable (vacuum-gap) or (2) fixed (touching) with V. With the tip grounded, the tunneling case in (1) would produce large dI/dV with V > 0, small dI/dV with V < 0, and I = 0 near V = 0 for an either n- or p-nanotube. However, the Schottky mechanism in (2) would result in forward current with V < 0 for an n-nanotube, while with V > 0 for an p-nanotube. The two observed I-V patterns are thus entirely explained by a tip-nanotube contact of the two types, where the nanotube must be n-type. We apply this model to the source-drain I-V characteristics in a long nanotube-channel field-effect-transistor with metallic electrodes at low temperature [Zhou et al., Appl. Phys. Lett. 76, 1597 (2000)], and show that two independent metal-semiconductor junctions in series are responsible for the observed behavior.

Yamada, Toshishige↗