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NASA NTRS2012

Modeling and Detection of Ice Particle Accretion in Aircraft Engine Compression Systems

The accretion of ice particles in the core of commercial aircraft engines has been an ongoing aviation safety challenge. While no accidents have resulted from this phenomenon to date, numerous engine power loss events ranging from uneventful recoveries to forced landings have been recorded. As a first step to enabling mitigation strategies during ice accretion, a detection scheme must be developed that is capable of being implemented on board modern engines. In this paper, a simple detection scheme is developed and tested using a realistic engine simulation with approximate ice accretion models based on data from a compressor design tool. These accretion models are implemented as modified Low Pressure Compressor maps and have the capability to shift engine performance based on a specified level of ice blockage. Based on results from this model, it is possible to detect the accretion of ice in the engine core by observing shifts in the typical sensed engine outputs. Results are presented in which, for a 0.1 percent false positive rate, a true positive detection rate of 98 percent is achieved.

May, Ryan D.↗

NASA NTRS1983

Experimental investigation of forebody and wing leading-edge vortex interactions at high angles of attack

An experimental investigation was conducted to assess the vortex flow-field interactions on an advanced, twin-jet fighter aircraft configuration at high angles of attack. Flow-field surveys were conducted on a small-scale model in the Northrop 0.41 - by 0.60-meter water tunnel and, where appropriate, the qualitative observations were correlated with low-speed wind tunnel data trends obtained on a large-scale model of the advanced fighter in the NASA Langley Research Center 30- by 60-foot (9.1- by 18.3-meter) facility. Emphasis was placed on understanding the interactions of the forebody and LEX-wing vortical flows, defining the effects on rolling moment variation with sideslip, and identifying modifications to control or regulate the vortex interactions at high angles of attack. The water tunnel flow visualization results and wind tunnel data trend analysis revealed the potential for strong interactions between the forebody and LEX vortices at high angles of attack. In particular, the forebody flow development near the nose could be controlled by means of carefully-positioned radome strakes. The resultant strake-induced flow-field changes were amplified downstream by the more powerful LEX vortical motions with subsequent large effects on wing flow separation characteristics.

Erickson, G. E.↗

NASA NTRS1998

Effect of Installation of Mixer/Ejector Nozzles on the Core Flow Exhaust of High-Bypass-Ratio Turbofan Engines

The aerospace industry is currently investigating the effect of installing mixer/ejector nozzles on the core flow exhaust of high-bypass-ratio turbofan engines. This effort includes both full-scale engine tests at sea level conditions and subscale tests in static test facilities. Subscale model tests are to be conducted prior to full-scale testing. With this approach, model results can be analyzed and compared with analytical predications. Problem areas can then be identified and design changes made and verified in subscale prior to committing to any final design configurations for engine ground tests. One of the subscale model test programs for the integrated mixer/ejector development was a joint test conducted by the NASA Lewis Research Center and Pratt & Whitney Aircraft. This test was conducted to study various mixer/ejector nozzle configurations installed on the core flow exhaust of advanced, high-bypass-ratio turbofan engines for subsonic, commercial applications. The mixer/ejector concept involves the introduction of largescale, low-loss, streamwise vortices that entrain large amounts of secondary air and rapidly mix it with the primary stream. This results in increased ejector pumping relative to conventional ejectors and in more complete mixing within the ejector shroud. The latter improves thrust performance through the efficient energy exchange between the primary and secondary streams. This experimental program was completed in April 1997 in Lewis' CE-22 static test facility. Variables tested included the nozzle area ratio (A9/A8), which ranged from 1.6 to 3.0. This ratio was varied by increasing or decreasing the nozzle throat area, A8. Primary nozzles tested included both lobed mixers and conical primaries. These configurations were tested with and without an outer shroud, and the shroud position was varied by inserting spacers in it. In addition, data were acquired with and without secondary flow.

Harrington, Douglas E.↗

NASA NTRS1972

Effects of body shape on the aerodynamic characteristics of an all-body hypersonic aircraft configuration at Mach numbers from 0.65 to 10.6

An experimental investigation was conducted to determine the effects of several variations in body shape on the aerodynamic characteristics of an all-body hypersonic aircraft configuration. The basic configuration had a delta planform with an elliptic cone forebody and an afterbody of elliptic cross section terminating in a straight-line trailing edge. Variations in body shape included the ratio of maximum cross-sectional to body planform area, body leading-edge sweep, and forebody length ratio. In addition, the effects of a thin wing mounted on one of the bodies was investigated, and the aerodynamic characteristics of just the forebodies of two of the configurations were determined. The models had no stabilizing surfaces or propulsion system packages. Ranges of angle of attack (-4 deg to +15 deg) and angle of sideslip (-4 deg to +8 deg) were investigated. Of the four complete bodies, the configuration with the lowest ratio of cross-sectional to body planform area had the highest maximum lift-drag ratio and the greatest level of longitudinal stability at most Mach numbers. All the configurations had positive longitudinal stability near maximum lift-drag ratio at most Mach numbers. With exception of the lowest subsonic Mach numbers, changes in body sweep angle and in forebody length ratio had only minor effects on maximum lift-drag ratio.

Nelms, W. P., Jr.↗

NASA NTRS1994

Vertical velocity in oceanic convection off tropical Australia

Time series of 1-Hz vertical velocity data collected during aircraft penetrations of oceanic cumulonimbus clouds over the western Pacific warm pool as part of the Equatorial Mesoscale Experiment (EMEX) are analyzed for updraft and downdraft events called cores. An updraft core is defined as occurring whenever the vertical velocity exceeds 1 m/sec for at least 500 m. A downdraft core is defined analogously. Over 19,000 km of straight and level flight legs are used in the analysis. Five hundred eleven updraft cores and 253 downdraft cores are included in the dataset. Core properties are summarized as distributions of average and maximum vertical velocity, diameter, and mass flux in four altitude intervals between 0.2 and 5.8 km. Distributions are approximately lognormal at all levels. Examination of the variation of the statistics with height suggests a maximum in vertical velocity between 2 and 3 km; slightly lower or equal vertical velocity is indicated at 5 km. Near the freezing level, virtual temperature deviations are found to be slightly positive for both updraft and downdraft cores. The excess in updraft cores is much smaller than that predicted by parcel theory. Comparisons with other studies that use the same analysis technique reveal that EMEX cores have approximately the same strength as cores of other oceanic areas, despite warmer sea surface temperatures. Diameter and mass flux are greater than those in the Global Atmospheric Research Program (GATE) but smaller than those in hurricane rainbands. Oceanic cores are much weaker and appear to be slightly smaller than those observed over land during the Thunderstorm Project. The markedly weaker oceanic vertical velocities below 5.8 km (compared to the continental cores) cannot be attributed to smaller total convective available potential energy or to very high water loading. Rather, it is suggested that water loading, although less than adiabatic, is more effective in reducing buoyancy of oceanic cores because of the smaller potential buoyancy below 5.8 km. Entrainment appears to be more effective in reducing buoyancy to well below adiabatic values in oceanic cores, a result consistent with the smaller oceanic core diameters in the lower cloud layer. It is speculated further that core diameters are related to boundary layer depth, which is clearly smaller over the oceans.

Lucas, Christopher↗

NASA NTRS2018

Use of Multi-Spectral High Repetition Rate LED Systems for High Bandwidth Underwater Optical Communications, and Communications to Surface and Aerial Systems

A variety of both existing and developing sensors would benefit from near real time communication of high bandwidth data. To cite just one example, sensors that could more accurately report real-time positions of marine mammals would be useful in reducing whale-ship collisions. Similar considerations are relevant for maritime port and harbor security, including detection and alerts for divers or autonomous underwater vehicles (AUVs) that could pose a risk to ships. Especially in ports and harbors, field experiments have confirmed that acoustic communication in these cluttered and noisy shallow water environments, compounded with vertical reflecting surfaces formed by piers and pilings, can limit the reliability and utility of underwater acoustic communications. Moreover, many sensors have greater bandwidth requirements than acoustic communications are able to provide. We here discuss the development of high repetition rate multispectral LED optical systems initially developed for imaging, but also capable of simultaneous data transmission at rates of approximately100 kilobits per second. Results are discussed for the multispectral images from coral reefs in Guam, and data transmission experiments from underwater to surface vessels. Subsequent field efforts will extend data transmission from AUVs to unmanned aircraft systems (UAS).

Underwater↗

NASA NTRS1990

Heat transfer measurements from a NACA 0012 airfoil in flight and in the NASA Lewis icing research tunnel

Local heat transfer coefficients from a smooth and roughened NACA 0012 airfoil were measured using a steady state heat flux method. Heat transfer measurements on the specially constructed 0.533 meter chord airfoil were made both in flight on the NASA Lewis Twin Otter Research Aircraft and in the NASA Lewis Icing Research Tunnel (IRT). Roughness was obtained by the attachment of small, 2 mm diameter, hemispheres of uniform size to the airfoil surface in four distinct patterns. The flight data was taken for the smooth and roughened airfoil at various Reynolds numbers based on chord in the range of 1.24x10(exp 6) to 2.50x10(exp 6) and at various angles of attack up to 4 degrees. During these flight tests the free stream velocity turbulence intensity was found to be very low (less than 0.1 percent). The wind tunnel data was taken in the Reynolds number range of 1.20x10(exp 6) to 4.52x10(exp 6) and at angles of attack from -4 degrees to +8 degrees. The turbulence intensity in the IRT was 0.5 to 0.7 percent with the cloud making spray off. Results for both the flight and tunnel tests are presented as Frossling number based on chord versus position on the airfoil surface for various roughnesses and angle of attack. A table of power law curve fits of Nusselt number as a function of Reynolds number is also provided. The higher level of turbulence in the IRT versus flight had little effect on heat transfer for the lower Reynolds numbers but caused a moderate increase in heat transfer at the higher Reynolds numbers. Turning on the cloud making spray air in the IRT did not alter the heat transfer. Roughness generally increased the heat transfer by locally disturbing the boundary layer flow. Finally, the present data was not only compared with previous airfoil data where applicable, but also with leading edge cylinder and flat plate heat transfer values which are often used to estimate airfoil heat transfer in computer codes.

Poinsatte, Philip E.↗

NASA NTRS1992

Validation of astronaut psychological select-in criteria

An optional astronaut selection strategy would select-in individuals on the basis of personality attributes associated with superior performance. Method: A test battery, the Astronaut Personal Characteristics Inventory (ASTROPCI) was developed which assesses positive and negative components of achievement, motivation, and interpersonal orientations and skills. The battery was administered to one hundred three astronaut candidates and sixty-six current U.S. Shuttle astronauts. To determine performance, a series of conceptual areas related to space flight performance were defined. Astronauts rated their peers on each of these dimensions. Ratings were obtained on all eighty-four current astronauts (excluding those selected in 1990). In addition to peer ratings, supervisor assessments of the same dimensions were obtained for each astronaut. Results: Cluster and factor analysis techniques were employed to isolate subgroups of astronauts. Those astronauts with both high achievement needs and interpersonal skills were most often rated among the top five by their peers and least often rated among the lowest five. A number of scales discriminated between astronauts rated high and low on one or more performance dimensions. Conclusions: The results parallel findings from the personality assessment of individuals in other demanding professions, including aircraft pilots and research scientists, suggesting that personality factors are significant determinants to performance in the space environment.

Rose, R. M.↗

NASA NTRS2004

Prototype Morphing Fan Nozzle Demonstrated

Ongoing research in NASA Glenn Research Center's Structural Mechanics and Dynamics Branch to develop smart materials technologies for aeropropulsion structural components has resulted in the design of the prototype morphing fan nozzle shown in the photograph. This prototype exploits the potential of smart materials to significantly improve the performance of existing aircraft engines by introducing new inherent capabilities for shape control, vibration damping, noise reduction, health monitoring, and flow manipulation. The novel design employs two different smart materials, a shape-memory alloy and magnetorheological fluids, to reduce the nozzle area by up to 30 percent. The prototype of the variable-area fan nozzle implements an overlapping spring leaf assembly to simplify the initial design and to provide ease of structural control. A single bundle of shape memory alloy wire actuators is used to reduce the nozzle geometry. The nozzle is subsequently held in the reduced-area configuration by using magnetorheological fluid brakes. This prototype uses the inherent advantages of shape memory alloys in providing large induced strains and of magnetorheological fluids in generating large resistive forces. In addition, the spring leaf design also functions as a return spring, once the magnetorheological fluid brakes are released, to help force the shape memory alloy wires to return to their original position. A computerized real-time control system uses the derivative-gain and proportional-gain algorithms to operate the system. This design represents a novel approach to the active control of high-bypass-ratio turbofan engines. Researchers have estimated that such engines will reduce thrust specific fuel consumption by 9 percent over that of fixed-geometry fan nozzles. This research was conducted under a cooperative agreement (NCC3-839) at the University of Akron.

Lee, Ho-Jun↗

NASA NTRS2013

Evaluation of the Terminal Area Precision Scheduling and Spacing System for Performance-Based Navigation Arrivals

The growth of global demand for air transportation has put increasing strain on the nation's air traffic management system. To relieve this strain, the International Civil Aviation Organization has urged all nations to adopt Performance-Based Navigation (PBN), which can help to reduce air traffic congestion, decrease aviation fuel consumption, and protect the environment. NASA has developed a Terminal Area Precision Scheduling and Spacing (TAPSS) system that can support increased use of PBN during periods of high traffic, while supporting fuel-efficient, continuous descent approaches. In the original development of this system, arrival aircraft are assigned fuel-efficient Area Navigation (RNAV) Standard Terminal Arrival Routes before their initial descent from cruise, with routing defined to a specific runway. The system also determines precise schedules for these aircraft that facilitate continuous descent through the assigned routes. To meet these schedules, controllers are given a set of advisory tools to precisely control aircraft. The TAPSS system has been evaluated in a series of human-in-the-loop (HITL) air traffic simulations during 2010 and 2011. Results indicated increased airport arrival throughput up to 10 over current operations, and maintained fuel-efficient aircraft decent profiles from the initial descent to landing with reduced controller workload. This paper focuses on results from a joint NASA and FAA HITL simulation conducted in 2012. Due to the FAA rollout of the advance terminal area PBN procedures at mid-sized airports first, the TAPSS system was modified to manage arrival aircraft as they entered Terminal Radar Approach Control (TRACON). Dallas-Love Field airport (DAL) was selected by the FAA as a representative mid-sized airport within a constrained TRACON airspace due to the close proximity of a major airport, in this case Dallas-Ft Worth International Airport, one of the busiest in the world. To address this constraint, RNAV routes and Required Navigation Performance with the particular capability known as Radius-to-Fix (RNP-RF) approaches to a short final were used. The purpose of this simulation was to get feedback on how current operations could benefit with the TAPSS system and also to evaluate the efficacy of the advisory tools to support the broader use of PBN in the US National Airspace System. For this NASA-FAA joint experiment, an Air Traffic Control laboratory at NASA Ames was arranged to simulate arrivals into DAL in Instrument Meteorological Conditions utilizing parallel dependent approaches, with two feeder positions that handed off traffic to one final position. Four FAA controllers participated, alternately covering these three positions. All participants were Full-Performance Level terminal controllers and members of the National Air Traffic Controllers Association. During the simulation, PBN arrival operations were compared and contrasted in three conditions. They were the Baseline, where none of the TAPSS systems TRACON controller decision support advisories were provided, the Limited Advisories, reflecting the existing but dormant capabilities of the current terminal automation equipment with providing a subset of the TAPSS systems advisories; numerical delay, landing sequence, and runway assignment information, and the Full Advisories, with providing the following in addition to the ones in the Limited condition; trajectory slot markers, timelines of estimated times of arrivals and sched

Performance based navigation↗

NASA NTRSDate not supplied

Performance Evaluation of a Shaped Sonic Boom Detector and Classifier

NASA will soon fly the X‑59 aircraft over selected communities to evaluate community responses to shaped sonic booms. Community tests will include dozens of deployed acoustic sensors capable of measuring and detecting shaped sonic boom waveforms in situ for rapid onboard analysis. To this end, we present a sonic boom detector and classifier. The sonic boom detector identifies a shaped sonic boom within a measured acoustical waveform by calculating the cross-correlation with a template shaped sonic boom waveform. The sonic boom classifier determines whether the identified event is indeed a shaped sonic boom based on the correlation coefficient and the calculated noise exposure level. We evaluate these algorithms using simulations of on- and off-design X-59 sonic boom waveforms injected into previously measured 30 s ambient noise recordings. Results of this case study indicate that the detector identifies a sonic boom with an accuracy of ±100 ms in 99.98% of the cases. Furthermore, for a given 30 s measurement, the classifier shows true-positive rates of approximately 0.9999 when the false-positive rate is 10e-3. The case study demonstrates that the recommended onboard sonic boom detector and classifier should be highly capable of identifying shaped sonic booms.

sonic boom↗

NASA NTRS1993

On acoustic radiation from a vibrating panel

An experimental and numerical study of the response and radiation from an acoustically loaded aircraft panel is presented. In the experiment, the panel is excited by a normally incident, harmonic wave. Measurements of the panel response and the resulting transmitted pressure are made in both the near- and acoustic far-fields. The numerical computations model the experiment and in particular account for the full coupling between the panel and the surrounding three dimensional acoustic fluid. The results demonstrate that for a sufficiently high excitation level, the panel response becomes nonlinear. The nonlinearity is characterized by the appearance of harmonics and subharmonics in the power spectral densities of the panel motion and consequently in the resulting acoustic radiation. The primary characteristic of the far-field acoustic radiation is the increase in harmonic content relative to the fundamental and subharmonics with increasing distance from the panel. This is shown to be a result of linear and weakly nonlinear wave propagation effects. The numerical results show that the radiated far-field pressure is strongly dependent on the position of the measurement point with respect to the panel center. The experimental and numerical results are in good qualitative agreement.

Frendi, Abdelkader↗

NASA NTRS2004

Space-Based Telemetry And Range Safety Flight Demonstration #1

The basic ability of STARS to maintain a satellite communications link with TDRSS satellites during dynamic aircraft flights was successfully demonstrated during FD 1. The Range Safety and Range User systems' link margins were measured. The ability to acquire/reacquire and maintain lock between a high-dynamic vehicle and a satellite-based system was demonstrated. The Range Safety system simultaneously received and processed command links from space and ground transmitters and provided near real-time Range Safety telemetry to DFRC, which then sent it in near real time to KSC, GSFC, and WFF for monitoring. The GPS receiver maintained track except during extremely dynamic maneuvers. The Range User system sent data at three different data rates. There were excellent cooperation and support from the different Centers, contractors, and Ranges. A large amount of data was recorded and extensive post-flight analysis was performed. The Range User TDRSS link margin met or exceeded the predicted performance at three different data rates. The Range Safety launch-head link margins generally agreed with the predicted performance. The UPS positions and velocities agreed with those from tracking radar to within about 20 m and a few rn/s. The link margins for the Range Safety TDRSS telemetry link were less than expected. The link margin for one TDRSS command link LPT channel was occasionally much less than the other. Additional post-flight testing has yet to identify the root causes of these results. There were many lessons learned from this first set of test flights. The most important one is that more time and testing are needed for each step to deal with the inevitable problems. It is vital that these lessons be among the primary areas of study that will carry over from FD#1 to FD#2, which is currently scheduled for early FY05 at DFRC and will use a specially designed Ku-band phased array antenna for the Range User system. The next series of flight demonstrations scheduled for late 2004 at DFRC will incorporate many lessons learned from FD#1. A specially designed Ku-band phased array antenna will be used with the Range User system. A test flight on a hypersonic vehicle is planned by the end of 2006.

Demspm. Erol↗

DOE OSTI2024

Aerosol-induced closure of marine cloud cells: enhanced effects in the presence of precipitation

Abstract. The Weather Research Forecasting (WRF) version 4.3 model is configured within a Lagrangian framework to quantify the impact of aerosols on evolving cloud fields. Kilometer-scale simulations utilizing meteorological boundary conditions are based on 10 case study days offering diverse meteorology during the Aerosol and Cloud Experiments in the Eastern North Atlantic (ACE-ENA). Measurements from aircraft, the ground-based Atmosphere Radiation Measurement (ARM) site at Graciosa Island in the Azores, and A-Train and geostationary satellites are utilized for validation, demonstrating good agreement with the WRF-simulated cloud and aerosol properties. Higher aerosol concentration leads to suppressed drizzle and increased cloud water content in all case study days. These changes lead to larger radiative cooling rates at cloud top, enhanced vertical velocity variance, and increased vertical and horizontal wind speed near the base of the lower-tropospheric inversion. As a result, marine cloud cell area expands, narrowing the gap between shallow clouds and increasing cloud optical thickness, liquid water content, and the top-of-atmosphere outgoing shortwave flux. While similar aerosol effects are observed in lightly to non-raining clouds, they tend to be smaller by comparison. These simulations show a relationship between cloud cell area expansion and the radiative adjustments caused by liquid water path and cloud fraction changes. The adjustments are positive and scale as 74 % and 51 %, respectively, relative to the Twomey effect. While higher-resolution large-eddy simulations may provide improved representation of cloud-top mixing processes, these results emphasize the importance of addressing mesoscale cloud-state transitions in the quantification of aerosol radiative forcing that cannot be attained from traditional climate models.

54 ENVIRONMENTAL SCIENCES↗

NASA NTRS2005

Technology-enabled Airborne Spacing and Merging

Over the last several decades, advances in airborne and groundside technologies have allowed the Air Traffic Service Provider (ATSP) to give safer and more efficient service, reduce workload and frequency congestion, and help accommodate a critically escalating traffic volume. These new technologies have included advanced radar displays, and data and communication automation to name a few. In step with such advances, NASA Langley is developing a precision spacing concept designed to increase runway throughput by enabling the flight crews to manage their inter-arrival spacing from TRACON entry to the runway threshold. This concept is being developed as part of NASA s Distributed Air/Ground Traffic Management (DAG-TM) project under the Advanced Air Transportation Technologies Program. Precision spacing is enabled by Automatic Dependent Surveillance-Broadcast (ADS-B), which provides air-to-air data exchange including position and velocity reports; real-time wind information and other necessary data. On the flight deck, a research prototype system called Airborne Merging and Spacing for Terminal Arrivals (AMSTAR) processes this information and provides speed guidance to the flight crew to achieve the desired inter-arrival spacing. AMSTAR is designed to support current ATC operations, provide operationally acceptable system-wide increases in approach spacing performance and increase runway throughput through system stability, predictability and precision spacing. This paper describes problems and costs associated with an imprecise arrival flow. It also discusses methods by which Air Traffic Controllers achieve and maintain an optimum interarrival interval, and explores means by which AMSTAR can assist in this pursuit. AMSTAR is an extension of NASA s previous work on in-trail spacing that was successfully demonstrated in a flight evaluation at Chicago O Hare International Airport in September 2002. In addition to providing for precision inter-arrival spacing, AMSTAR provides speed guidance for aircraft on converging routes to safely and smoothly merge onto a common approach. Much consideration has been given to working with operational conditions such as imperfect ADS-B data, wind prediction errors, changing winds, differing aircraft types and wake vortex separation requirements. A series of Monte Carlo simulations are planned for the spring and summer of 2004 at NASA Langley to further study the system behavior and performance under more operationally extreme and varying conditions. This will coincide with a human-in-the-loop study to investigate the flight crew interface, workload and acceptability.

Hull, James↗

NASA NTRS2023

Study of Pairwise Deconfliction Metrics to Analyze Air Traffic Complexity in Upper Class E Airspace

Upper Class E Traffic Management (ETM) is envisioned to cooperatively facilitate operations of a diverse set of aerial vehicles, such as high-altitude long-endurance fixed-wing unmanned aircraft (low-speed and high-speed), high-altitude platforms, airships, stratospheric balloons, supersonic unmanned and commercial aircraft, etc., with a wide variety of mission types, performance characteristics, communication, navigation and surveillance capabilities, maneuverability, and on-board avionics in the National Airspace System (NAS) ’above’ 60,000 feet above mean sea level, without an active and direct control from human air traffic controllers. A diverse mixture of aerial vehicle types creates significant challenges in understanding air traffic complexity, which may not correlate strongly with air traffic density. One key step for determining air traffic complexity in upper class E airspace is to first understand pairwise deconfliction metrics such as reachability, reserve area, and reserve flight time for each pair of unique aerial vehicle types under potential conflict. Therefore, pairwise deconfliction metrics are first defined, and analytical equations are derived for conflict resolution using the heading change maneuver. Next, case studies are performed to analyze deconfliction metrics to avoid secondary conflicts in upper class E airspace. The study shows that pairwise deconfliction metrics are functions of maneuverability, performance characteristics, uncertainty in position and velocity, heading angle change, and conflict angle of aerial vehicles. The next step for this research is to build a mathematical model for air traffic complexity using pairwise deconfliction metrics and validate it in an upper Class E simulation environment.

Airspace Complexity↗

NASA NTRSDate not supplied

Study of Pairwise Deconfliction Metrics to Analyze Air Traffic Complexity in Upper Class E Airspace

Airspace Complexity↗

NASA NTRS2006

Modeling and Full-Scale Testing of an Aspirating Face Seal

A 36" diameter aspirating face seal for aircraft engine application has undergone extensive testing and analysis. Previous testing indicated that the seal tended to seek equilibrium at axial rotor clearances that were larger than expected. Parameter studies were conducted on several seal design parameters to evaluate effect on seal performance. Mixing of air flows from the air dam and air bearing regions of the seal was shown to have a significant impact on the seal's performance. Two methods of minimizing this flow interaction were studied both analytically and experimentally. The first method is to reduce the labyrinth tooth clearance, thereby limiting flow to the air dam itself. The second method involves utilizing a flow deflector between the air dam and air bearing regions of the seal in order to prevent radial flow from the air dam from disrupting the formation of a hydrostatic film at the air bearing. Both methods were shown to be effective design enhancements, allowing seal closure to be achieved. In both cases, the seal seeks an equilibrium position 0.0015" from the rotor surface, with corresponding low leakage rates.

Turnquist, Norman A.↗