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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1979

The Advanced Low-Emissions Catalytic-Combustor Program: Phase I - Description and status

The Advanced Low-Emissions Catalytic-Combustor Program is an ongoing three-phase contract effort with the primary objective of evolving the technology required for incorporating catalytic combustors into advanced aircraft gas-turbine engines. Phase I is currently in progress. At the present time, analytical evaluation is being conducted on advanced catalytic-combustor concepts, including variable geometry, with their known inherent potential advantages of low-level pollutant emissions, widened combustion stability limits, and reduced pattern factor for longer turbine life. Phases II and III will consist of experimental evaluation of the most promising concepts.

Szaniszlo, A. J.↗
NASA NTRS1979

The advanced low-emissions catalytic-combuster program. Phase 1: Description and status

An overview of the ongoing program is presented. Objectives, plan, schedule, pollution and performance goals, catalyst advantages, present problems, and the present status of identified combustor concepts are discussed. The possible increase in upper atmosphere oxides of nitrogen (NOx) levels due to aircraft number density increases was predicted to adversely decrease ozone concentration levels. A technique for achieving low NOx emission levels was experimentally demonstrated with a lean, premixing prevaporizing flame-tube combustor.

Szaniszlo, A. J.↗
NASA NTRS1978

Hydrogen enrichment for low-emission jet combustion

Simultaneous gaseous pollutant emission indexes (g pollutant/kg fuel) for a research combustor with inlet air at 120,900 N/sq m (11.9 atm) pressure and 727 K (849 F) temperature are as low as 1.0 for NOx and CO and 0.5 for unburned HC. Emissions data are presented for hydrogen/jet fuel (JP-5) mixes and for jet fuel only for premixed equivalence ratios from lean blowout to 0.65. Minimized emissions were achieved at an equivalence ratio of 0.38 using 10-12 mass percent hydrogen in the total fuel to depress the lean blowout limit. They were not achievable with jet fuel alone because of the onset of lean blowout at an equivalence ratio too high to reduce the NOx emission sufficiently.

Clayton, R. M.↗
NASA NTRS1981

Advanced Low-Emissions Catalytic-Combustor Program, phase 1

Six catalytic combustor concepts were defined, analyzed, and evaluated. Major design considerations included low emissions, performance, safety, durability, installations, operations and development. On the basis of these considerations the two most promising concepts were selected. Refined analysis and preliminary design work was conducted on these two concepts. The selected concepts were required to fit within the combustor chamber dimensions of the reference engine. This is achieved by using a dump diffuser discharging into a plenum chamber between the compressor discharge and the turbine inlet, with the combustors overlaying the prediffuser and the rear of the compressor. To enhance maintainability, the outer combustor case for each concept is designed to translate forward for accessibility to the catalytic reactor, liners and high pressure turbine area. The catalytic reactor is self-contained with air-cooled canning on a resilient mounting. Both selected concepts employed integrated engine-starting approaches to raise the catalytic reactor up to operating conditions. Advanced liner schemes are used to minimize required cooling air. The two selected concepts respectively employ fuel-rich initial thermal reaction followed by rapid quench and subsequent fuel-lean catalytic reaction of carbon monoxide, and, fuel-lean thermal reaction of some fuel in a continuously operating pilot combustor with fuel-lean catalytic reaction of remaining fuel in a radially-staged main combustor.

Sturgess, G. J.↗
NASA NTRS1992

Low-emissivity impact craters on Venus

An analysis of 144 impact craters on Venus has shown that 11 of these have floors with average emissivities lower than 0.8. The remaining craters have emissivities between 0.8 and 0.9, independent of the specific backscatter cross section of the crater floors. These 144 impact craters were chosen from a possible 164 craters with diameters greater than 30 km as identified by researchers for 89 percent of the surface of Venus. We have only looked at craters below 6053.5 km altitude because a mineralogical change causes high reflectivity/low emissivity above the altitude. We have also excluded all craters with diameters smaller than 30 km because the emissivity footprint at periapsis is 16 x 24 km and becomes larger at the poles.

Weitz, C. M.↗
NASA NTRS1992

Numerical simulation of a low-emission gas turbine combustor using KIVA-II

A modified version of the KIVA-II code was used to obtain a multidimensional numerical solution for the turbulent two-phase chemically reacting flows inside a staged turbine combustor (STC). The STC under consideration is equipped with an advanced airblast fuel nozzle and encompasses a fuel nozzle (FN), a rich-burn (RB) zone, a converging connecting pipe, a quick-quench (QQ) zone, a diverging connecting pipe, and a lean-combustion (LC) zone. The STC was divided into two subsystems, namely, FN/RB zone and QQ/LC zones, and the numerical solutions were obtained separately for each subsystem. Preliminary data characterize the major features of the flow and temperature fields inside the STC. Information on velocity, temperature, and some critical species in the FN/RB zone is presented. In the QQ/LC zones, formation of the co- and counter-rotating bulk flow and the sandwiched-ring-shaped temperature field can be clearly seen. The calculations of the mass-weighted standard deviation and the pattern factor of temperature indicated that the mixing performance of the STC is very promising.

Yang, S. L.↗
NASA NTRS1973

Benefits of advanced propulsion technology for the advanced supersonic transport

Future supersonic transports will have to provide improvement in the areas of economics, range, and emissions relative to the present generation of supersonic transports, as well as meeting or improving upon FAR 36 noise goals. This paper covers the promising propulsion systems including variable-cycle engine concepts for long-range supersonic commercial transport application. The benefits of applying advanced propulsion technology to solve the economic and environmental problems are reviewed. The advanced propulsion technologies covered are in the areas of structures, materials, cooling techniques, aerodynamics, variable engine geometry, jet noise suppressors, acoustic treatment, and low-emission burners. The results of applying the advanced propulsion technology are presented in terms of improvement in overall system takeoff gross weight and return on investment.

Hines, R. W.↗
NASA NTRS1976

Experimental clean combustor program, alternate fuels addendum, phase 2

The characteristics of current and advanced low-emissions combustors when operated with special test fuels simulating broader range combustion properties of petroleum or coal derived fuels were studied. Five fuels were evaluated; conventional JP-5, conventional No. 2 Diesel, two different blends of Jet A and commercial aromatic mixtures - zylene bottoms and haphthalene charge stock, and a fuel derived from shale oil crude which was refined to Jet A specifications. Three CF6-50 engine size combustor types were evaluated; the standard production combustor, a radial/axial staged combustor, and a double annular combustor. Performance and pollutant emissons characteristics at idle and simulated takeoff conditions were evaluated in a full annular combustor rig. Altitude relight characteristics were evaluated in a 60 degree sector combustor rig. Carboning and flashback characteristics at simulated takeoff conditions were evaluated in a 12 degree sector combustor rig. For the five fuels tested, effects were moderate, but well defined.

Gleason, C. C.↗
NASA NTRS1976

Experimental clean combustor program, phase 2

Combustor pollution reduction technology for commercial CTOL engines was generated and this technology was demonstrated in a full-scale JT9D engine in 1976. Component rig refinement of the two best combustor concepts were tested. These concepts are the vorbix combustor, and a hybrid combustor which combines the pilot zone of the staged premix combustor and the main zone of the swirl-can combustor. Both concepts significantly reduced all pollutant emissions relative to the JT9D-7 engine combustor. However, neither concept met all program goals. The hybrid combustor met pollution goals for unburned hydrocarbons and carbon monoxide but did not achieve the oxides of nitrogen goal. This combustor had significant performance deficiencies. The Vorbix combustor met goals for unburned hydrocarbons and oxides of nitrogen but did not achieve the carbon monoxide goal. Performance of the vorbix combustor approached the engine requirements. On the basis of these results, the vorbix combustor was selected for the engine demonstration program. A control study was conducted to establish fuel control requirements imposed by the low-emission combustor concepts and to identify conceptual control system designs. Concurrent efforts were also completed on two addendums: an alternate fuels addendum and a combustion noise addendum.

Roberts, R.↗
NASA NTRS1977

Wide range operation of advanced low NOx combustors for supersonic high-altitude aircraft gas turbines

An initial rig program tested the Jet Induced Circulation (JIC) and Vortex Air Blast (VAB) systems in small can combustor configurations for NOx emissions at a simulated high altitude, supersonic cruise condition. The VAB combustor demonstrated the capability of meeting the NOx goal of 1.0 g NO2/kg fuel at the cruise condition. In addition, the program served to demonstrate the limited low-emissions range available from the lean, premixed combustor. A follow-on effort was concerned with the problem of operating these lean, premixed combustors with acceptable emissions at simulated engine idle conditions. Various techniques have been demonstrated that allow satisfactory operation on both the JIC and VAB combustors at idle with CO emissions below 20 g/kg fuel. The VAB combustor was limited by flashback/autoignition phenomena at the cruise conditions to a pressure of 8 atmospheres. The JIC combustor was operated up to the full design cruise pressure of 14 atmospheres without encountering an autoignition limitation although the NOx levels, in the 2-3 g NO2/kg fuel range, exceeded the program goal.

Roberts, P. B.↗
NASA NTRS1978

Direct heating surface combustor

The combustor utilizes a non-adiabatic flame to provide low-emission combustion for gas turbines. A fuel-air mixture is directed through a porous wall, the other side of which serves as a combustion surface. A radiant heat sink disposed adjacent to and spaced from the combustion surface controls the combustor flame temperature in order to prevent the formation of oxides of nitrogen. A secondary air flow cools the heat sink. Additionally, up to 100% of secondary air flow is mixed with the combustion products at the direct heating surface combustor to dilute such products thereby reducing exit temperature. However, if less than 100% secondary air is mixed to the combustor, the remainder may be added to the combustion products further downstream.

Beremand, D. G.↗
NASA NTRS1979

Durability testing of advanced catalysts and catalyst supports for gas turbine engine combustors

The paper presents new information on the durability of a CATCOM catalyst operating at low-emission combustion temperatures (about 1527 K) with a liquid fuel, No. 2 diesel. Information on the activity of No. 2 diesel after 1000 hr of aging is given. In addition, a unique in situ activity test developed for monitoring the subtle changes in the catalyst activity of the CATCOM catalyst is also detailed. The study demonstrated the feasibility of using a CATCOM catalyst in catalytically supported thermal combustion for extended operating periods

Heck, R. M.↗
NASA NTRS1982

Multifuel evaluation of rich/quench/lean combustor

Test results on the RQL low NO(x) industrial gas turbine engine are reported. The air-staged combustor comprises an initial rich burning zone, followed by a quench zone, and a lean reaction and dilution zone. The combustor was tested as part of the DoE/NASA program to define the technology for developing a durable, low-emission gas turbine combustor capable of operation with minimally processed petroleum residual, synthetic, or low/mid-heating value gaseous fuels. The properties of three liquid and two gaseous fuels burned in the combustor trials are detailed. The combustor featured air staging, variable geometry, and generative/convective cooling. The lean/rich mixtures could be varied in zones simultaneously or separately while maintaining a specified pressure drop. Low NO(x) and smoke emissions were produced with each fuel burned, while high combustor efficiencies were obtained.

Novick, A. S.↗
NASA NTRS1983

Uranus - Variability of the microwave spectrum

Radio astronomical observations of Uranus show that the radio emission spectrum is evolving in time. Ammonia vapor must be depleted in the Uranian atmosphere as Gulkis et al. (1978) previously suggested. Since 1965, ammonia either has been decreasing in time or is a decreasing function of latitude, or both, provided that the radio emission is atmospheric in origin. If Uranus has an observable low-emissivity 'surface', these trends may be reversed. The microwave observations made in 1965, at the time when the spin axis of Uranus was nearly perpendicular to the sun-Uranus line, are consistent with an atmospheric opacity profile that would be produced by saturated ammonia vapor in a predominantly hydrogen atmosphere. At the present time, when the spin axis of Uranus is nearly aligned with the sun-Uranus line, the measurements require an opacity that would be produced by saturated water vapor. A large thermal gradient between the pole and equator is ruled out.

Gulkis, S.↗
NASA NTRS1991

Aircraft multifrequency passive microwave observations of light precipitation over the ocean

Aircraft passive microwave observations at 18, 37, 92, and 183 GHz of light oceanic precipitation are studied in conjunction with visible and infrared observations and ground-based radar data. Microwave signatures for clear, cloudy, and precipitating conditions are defined, with results in general agreement with previous theoretical results. Emission signatures are evident at 18, 37, and 92 GHz with clouds and precipitation producing an increase in brightness temperature over that observed over the low-emissivity ocean background. Polarization differences at 18 and 37 GHz also decrease in precipitation areas to minima of 30 K at 18 GHz and 15 K at 37 GHz. The 92-GHz brightness temperature shows a double-valued relationship, with an increase in cloudy and very lightly raining areas and a subsequent decrease for higher rain rates and deeper clouds where the ice scattering process becomes important. The 183-GHz observations display a distinct sensitivity to small amounts of ice. Simple channel differences are shown to compare favorably to the rain field, including polarization differences at 18 and 37 GHz and frequency differences between 92 and 37 GHz and between 183 and 92 GHz.

Adler, Robert F.↗
NASA NTRS1991

Environmental constraints imposed on High-Speed Civil Transport (HSCT) designs

This paper assesses airframe and engine technologies in terms of the preliminary environmental design goals for the HSCT. The preliminary goals are: (1) no adverse change in stratospheric ozone concentration caused by engine emissions; (2) meet FAR Stage 3 noise limits and operate within airport community noise exposure guidelines; and (3) minimize the environmental impact of overland sonic booms. The effects of design Mach number, low-emission combustors, engine fuel efficiency, and route structure are primary parameters affecting stratospheric emission effects. To minimize community noise, the engine cycle/noise suppression devices and high-lift devices must be developed, and operational procedures must be developed. To minimize the sonic boom impact, cruise weight, aircraft length, cruise altitude, and aircraft shape are the prime parameters to be considered. The detrimental effects of environmental constraints on aircraft operational costs are evaluated through tradeoff studies.

Mortlock, Alan↗
NASA NTRS1993

Recent volcanic activity on Venus - Evidence from radiothermal emissivity measurements

Radiothermal emissivity measurements are analyzed in order to study large volcanic constructs on Venus and to correlate details of the reflectivity/emissivity patterns with geological landforms and stratigraphy visible in corresponding SAR images. There appears to be a correlation between locations on Venus where high emissivity at high altitudes and low emissivity at low altitudes are observed. These phenomena are attributed here to relatively recent volcanic activity: the former to summit eruptions that have not had time to weather to the low-emissivity state, the latter to continuing emission of volcanic gases from neighboring small plains volcanoes. The pattern of reflectivity and emissivity on Maat Mons is examined in the light of these findings. It is concluded that Maat Mons has undergone the most recent episode of volcanic activity of all the volcanoes studied here.

Robinson, Cordula A.↗
NASA NTRS1996

Solar coronal structure: A comparison of NSO/SP ground-based coronal emission line intensities and temperatures with Yohkoh SXT and WSO magnetic data

The large-scale structure of the solar corona is investigated using synoptic maps produced from Fe XIV (530.3 nm), Fe X (637.4 nm) and Ca XV (569.4 nm) data obtained at National Solar Observatory (NSO/SP), Yohkoh/Soft X-ray Telescope (SXT) X-ray data and Wilcox Solar Observatory (WSO) 'source surface' maps. We find that the Fe XIV data are an excellent proxy for spatially-average Yohkoh/SXT data. Isolated emission features and large-scale structures are nearly identical in SXT and Fe XIV maps. In addition, coronal holes and other low-emission regions are very similar. Synoptic temperature maps, calculated from the Fe X/Fe XIV ratio, show a tendency for the highest temperatures to occur where the large-scale magnetic fields change polarity at high latitudes, while lower-latitude features, including active regions, have lower apparent tempertures. Regions of enhanced temperature generally follow the helisopheric current sheet (HCS) as defined by the WSO maps. Further, emission in Ca XV (formed at T is approximately equal to 3 MK), generally occurs only over low-latitude regions that are bright in both FE X (T approximately equal to 1 MK) and Fe XIV (T approximately equal to 2 MK). Thus, there is evidence for low (approximately equal to 1 MK), moderate (approximately equal to 2 MK) and high (approximately 3 MK) temperatures in close proximity in the low corona.

Altrock, R. C.↗