ALBERT

Description: Charts have been prepared relating the thermodynamic properties of air in chemical equilibrium for temperatures to 15,000 degrees k and for pressures 10(-5) to 10 (plus 4) atmospheres. Also included are charts showing the composition of air, the isentropic exponent, and the speed of sound. These charts are based on thermodynamic data calculated by the National Bureau of Standards.

Description: Average spanwise blade temperatures and cooling-air pressure losses through a small (1.4-in, span, 0.7-in, chord) air-cooled turbine blade were calculated and are compared with experimental nonrotating cascade data. Two methods of calculating the blade spanwise metal temperature distributions are presented. The method which considered the effect of the length-to-diameter ratio of the coolant passage on the blade-to-coolant heat-transfer coefficient and assumed constant coolant properties based on the coolant bulk temperature gave the best agreement with experimental data. The agreement obtained was within 3 percent at the midspan and tip regions of the blade. At the root region of the blade, the agreement was within 3 percent for coolant flows within the turbulent flow regime and within 10 percent for coolant flows in the laminar regime. The calculated and measured cooling-air pressure losses through the blade agreed within 5 percent. Calculated spanwise blade temperatures for assumed turboprop engine operating conditions of 2000 F turbine-inlet gas temperature and flight conditions of 300 knots at a 30,000-foot altitude agreed well with those obtained by the extrapolation of correlated experimental data of a static cascade investigation of these blades.

Description: No abstract available

Description: Two short turbojet combustors designed for use with vaporized hydrocarbon fuels were tested in a one-quarter annular duct. The experimental combustors consisted of many small "swirl-can" combustor elements manifolded together. This design approach allowed the secondary mixing zone to be considerably reduced over that of conventional combustors. The over-all combustion lengths, for the two configurations were 13.5 and 11.0 inches, approximately one-half the length of the shortest conventional combustors. These short combustors did not provide combustion efficiencies as high as those for conventional combustors at low pressures. However, over the range of combustor-inlet total-pressures expected in aircraft capable of flight at Mach numbers of 2.5 and above, these short combustors gave very high efficiencies. A combustion efficiency of 97 percent was obtained at a combustor-inlet total-pressure of 25.0 inches of mercury absolute, reference velocity of 120 feet per second, and inlet-air total temperature of 1160 deg R. By proportioning the fuel flow between the manifold rows of can combustor elements, control of the combustor-outlet radial total-temperature profile was demonstrated. Combustor totalpressure loss varied from 0.75 percent of the inlet total pressure at isothermal conditions and a reference velocity of 75 feet per second to 5.5 percent at a total-temperature ratio of 1.8 and a reference velocity of 180 feet per second.

Description: This analysis investigates the application of gas turbine engines at a cruise Mach number of 4.

Description: Convection is called free is the stresses (including the normal pressure) to which the fluid is subjected at its boundaries do not perform mechanical work, that is, if all the boundaries of the fluid are stationary. The case where this is not true is termed forced convection. It corresponds to the action on the fluid of some mechanical suction pumping the fluid.

Description: A program was conducted in an altitude facility at the NACA Lewis laboratory to investigate the effects of rapid inlet pressure oscillations on the operation of a current turbo jet engine. These pressure oscillations were approximately sinusoidal in form and were generated to cover a frequency range of 2 to 75 cycles per second and an amplitude range of 10 to 70 percent of the free-stream total pressure. As the oscillation progressed through the compressor, the amplitude was attenuated considerably and a relatively large phase shift (lag) occurred. Engine stall limits obtained during pressure oscillations differed from quasi-steady-state stall limits as defined by over-all compressor pressure ratio.

Description: The method of coordinate perturbation is applied to the unsteady flow of a compressible fluid in ducts of variable cross section. Solutions, in the form of perturbation series, are obtained for unsteady flows in ducts for which the logarithmic derivative of area variation with respect to the space coordinate is a function of the 'smallness' parameter of the perturbation series. This technique is applied to the problem of the interaction of a disturbance and a shock wave in a diffuser flow. It is found that, for a special choice of the function describing the disturbance, the path of the shock wave can be expressed in closed form to first order. The method is then applied to the determination of the flow field behind a shock wave moving on a prescribed path in the x,t-plane. Perturbation series solutions for quite general paths are developed. The perturbation series solutions are compared with the more exact solutions obtained by the application of the method of characteristics. The approximate solutions are shown to be in reasonably accurate agreement with the solutions obtained by the method of characteristics.

Description: A lightweight turbine rotor assembly was devised, and components were evaluated in a full-scale jet engine. Thin sheet-metal airfoils were brazed to radial fingers that were an integral part of a number of thin disks composing the turbine rotor. Passages were provided between the disks and in the blades for air cooling. The computed weight of the assembly was 50 percent less than that of a similar turbine of normal construction used in a conventional turbojet engine. Two configurations of sheet-metal test blades simulating the manner of attachment were fabricated and tested in a turbojet engine at rated speed and temperature. After 8-1/2 hours of operation pieces broke loose from the tip sections of the better blades. Severe cracking produced by vibration was determined as the cause of failure. Several methods of overcoming the vibration problem are suggested.

Description: Upon impact of a solid body on the plane surface of a fluid, there occurs on the vetted surface of the body an abrupt pressure rise which propagates into both media with the speed of sound. Below, we assume the case where the speed of propagation of sound in the body which falls on the surface of the fluid may be regarded as infinitely large in comparison with the speed of propagation of sound in the fluid; that is, we shall assume that the falling body is absolutely rigid. IN this case, the entire relative speed of the motion which takes place at the beginning of the impact is absorbed by the fluid. The hydrodynamic pressures arising thereby are propagated from the contact surface within the fluid with the speed of sound in the form of compression and expansion waves and are gradually damped. After this, they are dispersed like impact pressures, reach ever larger regions of the fluid remote fran the body and became equal to zero; in the fluid there remain hydrodynamic pressures corresponding to the motion of the body after the impact. Neglecting the forces of viscosity and taking into account, furthermore, that the motion of the fluid begins from a state of rest, according to Thomson's theorem, we may consider the motion of an ideal compressible fluid in the process of impact to be potential. We examine the case of impact upon the surface of a ccmpressible fluid of a flat plate of infinite extent or of a body, the immersed part of the surface of which may be called approximately flat. In this report we discuss the first phase of the impact pressure on the surface of a fluid, prior to the appearance of a cavity, since at this stage the hydrodynamic pressures reach their maximum values. Observations, after the fall of the bodies on the surface of the fluid, show that the free surface of the fluid at this stage is almost completely at rest if one does not take into account the small rise in the neighborhood of the boundaries of the impact surface.