ALBERT

Description: This investigation concerns the time and frequency formulations of non-linear two-dimensional lifting surfaces exposed to an incompressible flow field and subjected to an external pressure pulse. In order to address this problem, Volterra series approach in conjunction with the multidimensional Laplace transform is used. This methodology enabling one to solve the aeroelastic governing equations of lifting surfaces opens the way to connect this methodology with that based on neural networks and NARMAX/NARX networks models. Moreover, this extended way to address this problem constitutes a good basis for treatment of the theory of 3D lifting surfaces.

Description: This viewgraph presentation provides information on the work done at NASA's Glenn Research Center on the ultra-efficient engine technology (UEET) program. The intent at the program's outset in 1998 was to establish a foundation for the next generation of aircraft engines for both commercial and military applications. A primary focus of this program was to be the development and utilization of technologies which would improve both subsonic and high-speed flight capabilities. Included in the presentation are details on the development of propulsion systems for varied types of aircraft, and results from attempts at reduction of emissions.

Description: Aircraft travel has become a major form of transportation. Several of our major airports are operating near their capacity limit, increasing congestion and delays for travelers. As a result, the National Aeronautics and Space Administration (NASA) has been working in conjunction with the Federal Aviation Administration (FAA), airline operators, and the airline industry to increase airport capacity without sacrificing public safety. One solution to the problem is to increase the number of airports and build new. runways; yet, this solution is becoming increasingly difficult due to limited space. A better solution is to increase the production per runway. This solution increases the possibility that one aircraft will encounter the trailing wake of another aircraft. Hazardous wake vortex encounters occur when an aircraft encounters the wake produced by a heavier aircraft. This heavy-load aircraft produces high-intensity wake turbulence that redistributes the aerodynamic loads of trailing smaller aircraft. This situation is particularly hazardous for smaller aircraft during takeoffs and landings. In order to gain a better understanding of the wake-vortex/aircraft encounter phenomena, NASA Langley Research Center conducted a series of flight tests from 1995 through 1997. These tests were designed to gather data for the development a wake encounter and wake-measurement data set with the accompanying atmospheric state information. This data set is being compiled into a database that can be used by wake vortex researchers to compare with experimental and computational results. The purpose of this research is to derive and implement a procedure for calculating the wake-vortex/aircraft interaction portion of that database by using the data recorded during those flight tests. There were three objectives to this research. Initially, the wake-induced forces and moments from each flight were analyzed based on varying flap deflection angles. The flap setting alternated between 15 and 30 degrees while the separation distance remained constant. This examination was performed to determine if increases in flap deflection would increase or decrease the effects of the wake-induced forces and moments. Next, the wake-induced forces and moments from each flight were analyzed based on separation distances of 1-3 nautical miles. In this comparison, flap deflection was held constant at 30 degrees. The purpose of this study was to determine if increased separation distances reduced the effects of the wake vortex on the aircraft. The last objective compared the wake-induced forces and moments of each flight as it executed a series of maneuvers through the wake-vortex. This analysis was conducted to examine the impact of the wake on the B737 as it traversed the wake horizontally and vertically. Results from the first analysis indicated that there was no difference in wake effect at flap deflections of 15 and 30 degrees. This conclusion is evidenced in the cases of the wake-induced sideforce, rolling moment, and yawing moment. The wake-induced lift, drag, and pitching moment cases yielded less conclusive results. The second analysis compared the wake-induced forces and moments at separation distances of 1-3 nautical miles. Results indicated that there was no significant difference in the wake-induced lift, drag, sideforce, or yawing moment coefficients. The analysis compared the wake-induced forces and moments based on different flight maneuvers. It was found that the wake-induced forces and moments had the greatest impact on out-to-in and in-to-out maneuvers.

Description: This report discusses the National Combustion Code (NCC). The NCC is an integrated system of codes for the design and analysis of combustion systems. The advanced features of the NCC meet designers' requirements for model accuracy and turn-around time. The fundamental features at the inception of the NCC were parallel processing and unstructured mesh. The design and performance of the NCC are discussed.

Description: This report provides an overview presentation of the 2000 NPSS (Numerical Propulsion System Simulation) Review and Planning Meeting. Topics include: 1) a background of the program; 2) 1999 Industry Feedback; 3) FY00 Status, including resource distribution and major accomplishments; 4) FY01 Major Milestones; and 5) Future direction for the program. Specifically, simulation environment/production software and NPSS CORBA Security Development are discussed.

Description: This report outlines the GRC RBCC Concept for Multidisciplinary Analysis. The multidisciplinary coupling procedure is presented, along with technique validations and axisymmetric multidisciplinary inlet and structural results. The NPSS (Numerical Propulsion System Simulation) test bed developments and code parallelization are also presented. These include milestones and accomplishments, a discussion of running R4 fan application on the PII cluster as compared to other platforms, and the National Combustor Code speedup.

Description: This report outlines the detailed simulation of Aircraft Turbofan Engine. The objectives were to develop a detailed flow model of a full turbofan engine that runs on parallel workstation clusters overnight and to develop an integrated system of codes for combustor design and analysis to enable significant reduction in design time and cost. The model will initially simulate the 3-D flow in the primary flow path including the flow and chemistry in the combustor, and ultimately result in a multidisciplinary model of the engine. The overnight 3-D simulation capability of the primary flow path in a complete engine will enable significant reduction in the design and development time of gas turbine engines. In addition, the NPSS (Numerical Propulsion System Simulation) multidisciplinary integration and analysis are discussed.

Description: This report outlines the Space Transportation Propulsion Systems for the NPSS (Numerical Propulsion System Simulation) program. Topics include: 1) a review of Engine/Inlet Coupling Work; 2) Background/Organization of Space Transportation Initiative; 3) Synergy between High Performance Computing and Communications Program (HPCCP) and Advanced Space Transportation Program (ASTP); 4) Status of Space Transportation Effort, including planned deliverables for FY01-FY06, FY00 accomplishments (HPCCP Funded) and FY01 Major Milestones (HPCCP and ASTP); and 5) a review current technical efforts, including a review of the Rocket-Based Combined-Cycle (RBCC), Scope of Work, RBCC Concept Aerodynamic Analysis and RBCC Concept Multidisciplinary Analysis.

Description: Several improvements have recently been made in the thermal analysis methods for leading edges of a hypersonic vehicle. The leading edges of this vehicle undergo exceptionally high heat loads that incorporate extreme spatial gradients as well as severe transients. Due to the varying flight conditions, complex geometry, and need for thermal loads at many points along the trajectory, full computational fluid dynamics (CFD) analysis of the aeroheating; loads is not feasible. Thus, engineering methods must be used to determine the aeroheating on the vehicle surfaces, and that must be utilized in the thermal analysis. Over the last year, the thermal analysis of a hypersonic vehicle has been enhanced in several ways. Two different engineering codes are used to predict aeroheating loads: one over the curve near the stagnation point, and the other on flat surfaces downstream of the leading edge. These two are matched together at the intersection point using a method that allows closer approximation of CFD results. User-developed FORTRAN, which is part of the thermal solver PATRAN Thermal, is used to accomplish this. The customizable FORTRAN code also allows use of many different time- and space-dependent factors, interpolation of the heat load in time and space, and inclusion of both highly swept and unswept grid structures. This FORTRAN is available to other PATRAN users who may want to accomplish a similar objective in analysis. Flux, rather than convective coefficient, is used to define heat loads, which allows more accurate analysis as well as better application of margins. Improvements have also been made in more efficient utilization of imported CAD geometry, by creating faces on solids to facilitate load application.

Description: The Aerothermodynamics Branch at NASA - Langley Research Center is tasked with developing, assessing and applying aerothermodynamic technologies to enable the development of hypersonic aircraft, launch vehicles, and planetary/earth entry systems. To accomplish this mission, the Branch capitalizes on the synergism between the experimental and computational facilities/tools which reside in the branch and a staff that can draw on five decades of experience in aerothermodynamics. The Aerothermodynamics Branch is staffed by 30 scientists/engineers. The staff, of which two-thirds are less than 40 years old, is split evenly between experimentalists and computationalists. Approximately 90 percent of the staff work on space transportation systems while the remainder work on planetary missions. The Branch manages 5 hypersonic wind tunnels which are staffed by 14 technicians, numerous high end work stations and a SGI Origin 2000 system. The Branch also utilizes other test facilities located at Langley as well as other national and international test sites. Large scale computational requirements are met by access to Agency resources.

Description: Mass injection upstream of the tip of a high-speed axial compressor rotor is a stability enhancement approach known to be effective in suppressing small in tip-critical rotors. This process is examined in a transonic axial compressor rotor through experiments and time-averaged Navier-Stokes CFD simulations. Measurements and simulations for discrete injection are presented for a range of injection rates and distributions of injectors around the annulus. The simulations indicate that tip injection increases stability by unloading the rotor tip and that increasing injection velocity improves the effectiveness of tip injection. For the tested rotor, experimental results demonstrate that at 70 percent speed the stalling flow coefficient can be reduced by 30 percent using an injected mass- flow equivalent to 1 percent of the annulus flow. At design speed, the stalling flow coefficient was reduced by 6 percent using an injected mass-fiow equivalent to 2 percent of the annulus flow. The experiments show that stability enhancement is related to the mass-averaged axial velocity at the tip. For a given injected mass-flow, the mass-averaged axial velocity at the tip is increased by injecting flow over discrete portions of the circumference as opposed to full-annular injection. The implications of these results on the design of recirculating casing treatments and other methods to enhance stability will be discussed.

Description: The Ultra-Efficient Engine Technology (UEET) Program includes seven key projects that work with industry to develop and hand off revolutionary propulsion technologies that will enable future-generation vehicles over a wide range of flight speeds. A new program office, the Ultra-Efficient Engine Technology (UEET) Program Office, was formed at the NASA Glenn Research Center to manage an important National propulsion program for NASA. The Glenn-managed UEET Program, which began on October 1, 1999, includes participation from three other NASA centers (Ames, Goddard, and Langley), as well as five engine companies (GE Aircraft Engines, Pratt & Whitney, Honeywell, Allison/Rolls Royce, and Williams International) and two airplane manufacturers (the Boeing Company and Lockheed Martin Corporation). This 6-year, nearly $300 million program will address local air-quality concerns by developing technologies to significantly reduce nitrogen oxide (NOx) emissions. In addition, it will provide critical propulsion technologies to dramatically increase performance as measured in fuel burn reduction that will enable reductions of carbon dioxide (CO2) emissions. This is necessary to address the potential climate impact of long-term aviation growth.

Description: The NASA Glenn Research Center and Lockheed Martin Corporation tested an aircraft model in two wind tunnels to compare low-speed (subsonic) flow characteristics. Objectives of the test were to determine and document the similarities and uniqueness of the tunnels and to validate that Glenn's 10- by 10-Foot Supersonic Wind Tunnel (10x10 SWT) is a viable low-speed test facility. Results from two of Glenn's wind tunnels compare very favorably and show that the 10x10 SWT is a viable low-speed wind tunnel. The Subsonic Comparison Test was a joint effort by NASA and Lockheed Martin using the Lockheed Martin's Joint Strike Fighter Concept Demonstration Aircraft model. Although Glenn's 10310 and 836 SWT's have many similarities, they also have unique characteristics. Therefore, test data were collected for multiple model configurations at various vertical locations in the test section, starting at the test section centerline and extending into the ceiling and floor boundary layers.

Description: The slides review computational requirements for nozzle exhaust flow and noise calculations and the current numerical method, validation of prefactored compact scheme on CAA benchmark problems, a curvilinear grid performance test of gust response of a Joukowski airfoil, airfoil surface RMS pressure distribution and far field noise radiation results for Joukowski airfoil in a vortical gust, boundary distance study for Joukowski airfoil problem, and performance of ICOMP parallel Macintosh cluster.

Description: Three-dimensional transonic flow over a delta wing is investigated using several turbulence models. The performance of linear eddy viscosity models and an explicit algebraic stress model is assessed at the start of vortex flow, and the results compared with experimental data. To assess the effect of transition location, computations that either fix transition aft of the leading edge or are fully turbulent are performed. These computations show that grid resolution, transition location and turbulence model significantly affect the 3D flowfield.

Description: The Combustion Technologies Group at Lawrence Berkeley National Laboratory has developed simple, low-cost, yet robust combustion technologies that may change the fundamental design concept of burners for boilers and furnaces, and injectors for gas turbine combustors. The new technologies utilize lean premixed combustion and could bring about significant pollution reductions from commercial and industrial combustion processes and may also improve efficiency. The technologies are spinoffs of two fundamental research projects: An inner-ring burner insert for lean flame stabilization developed for NASA- sponsored reduced-gravity combustion experiments. A low-swirl burner developed for Department of Energy Basic Energy Sciences research on turbulent combustion.

Description: In an era of shrinking development budgets and resources, where there is also an emphasis on reducing the product development cycle, the role of system assessment, performed in the early stages of an engine development program, becomes very critical to the successful development of new aeropropulsion systems. A reliable system assessment not only helps to identify the best propulsion system concept among several candidates, it can also identify which technologies are worth pursuing. This is particularly important for advanced aeropropulsion technology development programs, which require an enormous amount of resources. In the current practice of deterministic, or point-design, approaches, the uncertainties of design variables are either unaccounted for or accounted for by safety factors. This could often result in an assessment with unknown and unquantifiable reliability. Consequently, it would fail to provide additional insight into the risks associated with the new technologies, which are often needed by decisionmakers to determine the feasibility and return-on-investment of a new aircraft engine.

Description: At the NASA Glenn Research Center, the NASA engine performance program (NEPP, ref. 1) and the design optimization testbed COMETBOARDS (ref. 2) with regression and neural network analysis-approximators have been coupled to obtain a preliminary engine design methodology. The solution to a high-bypass-ratio subsonic waverotor-topped turbofan engine, which is shown in the preceding figure, was obtained by the simulation depicted in the following figure. This engine is made of 16 components mounted on two shafts with 21 flow stations. The engine is designed for a flight envelope with 47 operating points. The design optimization utilized both neural network and regression approximations, along with the cascade strategy (ref. 3). The cascade used three algorithms in sequence: the method of feasible directions, the sequence of unconstrained minimizations technique, and sequential quadratic programming. The normalized optimum thrusts obtained by the three methods are shown in the following figure: the cascade algorithm with regression approximation is represented by a triangle, a circle is shown for the neural network solution, and a solid line indicates original NEPP results. The solutions obtained from both approximate methods lie within one standard deviation of the benchmark solution for each operating point. The simulation improved the maximum thrust by 5 percent. The performance of the linear regression and neural network methods as alternate engine analyzers was found to be satisfactory for the analysis and operation optimization of air-breathing propulsion engines (ref. 4).

Description: The NASA Glenn Research Center and the aerospace industry are designing and testing low-emission combustor concepts to build the next generation of cleaner, more fuel efficient aircraft powerplants. These combustors will operate at much higher inlet temperatures and at pressures that are up to 3 to 5 times greater than combustors in the current fleet. From a test and analysis viewpoint, there is an increasing need for measurements from these combustors that are nonintrusive, simultaneous, multipoint, and more quantitative. Glenn researchers have developed several unique test facilities (refs. 1 and 2) that allow, for the first time, optical interrogation of combustor flow fields, including subcomponent performance, at pressures ranging from 1 to 60 bar (1 to 60 atm). Experiments conducted at Glenn are the first application of a visible laser-pumped, one-dimensional, spontaneous Raman-scattering technique to analyze the flow in a high-pressure, advanced-concept fuel injector at pressures thus far reaching 12 bar (12 atm). This technique offers a complementary method to the existing two- and three-dimensional imaging methods used, such as planar laser-induced fluorescence. Raman measurements benefit from the fact that the signal from each species is a linear function of its density, and the relative densities of all major species can be acquired simultaneously with good precision. The Raman method has the added potential to calibrate multidimensional measurements by providing an independent measurement of species number-densities at known points within the planar laser-induced fluorescence images. The visible Raman method is similar to an ultraviolet-Raman technique first tried in the same test facility (ref. 3). However, the visible method did not suffer from the ultraviolet technique's fuel-born polycyclic aromatic hydrocarbon fluorescence interferences.

Description: The NASA Glenn Research Center and the U.S. Department of Energy are currently developing a high-efficiency, long-life, free piston Stirling convertor for use as an advanced spacecraft power system for future NASA missions. As part of this development, a Stirling Technology Demonstrator Converter (TDC), developed by Stirling Technology Company for the Department of Energy, was vibration tested at Glenn's Structural Dynamics Laboratory in November and December 1999. This testing demonstrated that the Stirling TDC is able to withstand the harsh random vibration (20 to 2000 Hz) seen during a typical spacecraft launch and to survive with no structural damage or functional power performance degradation, thereby enabling its use in future spacecraft power systems. Glenn and Stirling personnel conducted tests on a single 55 We TDC. The purpose was to characterize the TDC's structural response to vibration and to determine if the TDC could survive the vibration criteria established by the Jet Propulsion Laboratory for launch environments. The TDC was operated at full-stroke and full power conditions during the vibration testing.

Description: NASA and the Army Research Laboratory (ARL) along with industry and university researchers, are developing Oil-Free technology that will have a revolutionary impact on turbomachinery systems used in commercial and military applications. System studies have shown that eliminating an engine's oil system can yield significant savings in weight, maintenance, and operational costs. The Oil-Free technology (foil air bearings, high-temperature coatings, and advanced modeling) is being developed to eliminate the need for oil lubrication systems on high-speed turbomachinery such as turbochargers and gas turbine engines that are used in aircraft propulsion systems. The Oil-Free technology is enabled by recent breakthroughs in foil bearing load capacity, solid lubricant coatings, and computer-based analytical modeling. During the past fiscal year, a U.S. patent was awarded for the NASA PS300 solid lubricant coating, which was developed at the NASA Glenn Research Center. PS300 has enabled the successful operation of foil air bearings to temperatures over 650 C and has resulted in wear lives in excess of 100,000 start/stop cycles. This leapfrog improvement in performance over conventional solid lubricants (limited to 300 C) creates new application opportunities for high-speed, high-temperature Oil-Free gas turbine engines. On the basis of this break-through coating technology and the world's first successful demonstration of an Oil-Free turbocharger in fiscal year 1999, industry is partnering with NASA on a 3-year project to demonstrate a small, Oil-Free turbofan engine for aeropropulsion.

Description: An implicit method for the computation of unsteady flows on unstructured grids is presented. The resulting nonlinear system of equations is solved at each time step using an agglomeration multigrid procedure. The method allows for arbitrarily large time steps and is efficient in terms of computational effort and storage. Validation of the code using a one-equation turbulence model is performed for the well-known case of flow over a cylinder. A Detached Eddy Simulation model is also implemented and its performance compared to the one equation Spalart-Allmaras Reynolds Averaged Navier-Stokes (RANS) turbulence model. Validation cases using DES and RANS include flow over a sphere and flow over a NACA 0012 wing including massive stall regimes. The project was driven by the ultimate goal of computing separated flows of aerodynamic interest, such as massive stall or flows over complex non-streamlined geometries.

Description: The aerothermodynamic database consists of Navier-Stokes solutions in PLOT3D format for the spherical-like nose cap of the X-38. These solutions are chosen to follow a reentry trajectory. The Mach number varies from 7.89 to 1.72 while the angle of attack varies from 38.73 degrees to 17.08 degrees. The Reynolds number varies from 4.139E6 to 2.766E7. Coarse, Medium and Fine grid solutions are supplied for each point in the data base. In addition to the flow solutions, a table of force and moment coefficients as well as the maximum heat transfer coefficient is also stored in the database.

Description: The Glenn-HT code is a 3D Navier-Stokes solver that has been used and validated for a variety of convective heat transfer problems associated with turbine flows. These flows have included tip clearance, simplified internal cooling, and film cooling. The multi-block capability of the code makes it particularly useful for the complex geometries of such flows. One of the goals of the UEET program is to reduce turbine cooling flow while increasing turbine inlet temperature. The Glenn-HT code gives researchers a tool to analyze the flow within the very complicated geometries associated with actual cooled turbine designs. Through these analyses and their comparison with experimental data, it is hoped to extend the applicability of the Glenn-HT code for use as a tool to improve turbine cooling designs to meet UEET goals.

Description: Many of the engine exhaust species resulting in significant environmental impact exist in trace amounts. Recent research, e.g., conducted at MIT-AM, has pointed to the intra-engine environment as a possible site for important trace chemistry activity. In addition, the key processes affecting the trace species activity occurring downstream in the air passages of the turbine and exhaust nozzle are not well understood. Most recently, an effort has been initiated at NASA Glenn Research Center under the UEET Program to evaluate and further develop CFD-based technology for modeling and simulation of intra-engine trace chemical changes relevant to atmospheric effects of pollutant emissions from aircraft engines. This presentation will describe the current effort conducted at Glenn; some preliminary results relevant to the trace species chemistry in a turbine passage will also be presented to indicate the progress to date.

Description: In early experiments, A. J. Reynolds and J. F. Keffer sought to determine whether plane wakes of circular cylinders, when strained by a wind tunnel of varying cross-section, evolved in accordance with an analytically derived self-similar solution. As pointed out by Reynolds, for the strain geometry considered this self-similar solution indicated exponential growth of the viscous term in the mean momentum equation, a result which he interpreted as suggesting that such wakes would eventually relaminarize. The experimental results were found not to agree with the similarity theory and recent direct numerical simulations confirm this. However, a more general self-similar analysis of the kind suggested by W. K. George is found to lead to families of possible similarity solutions, some of which do indeed describe the observed flaw behavior. These equilibrium similarity solutions result from creating a balance in the governing equations by grouping certain terms. For these solutions the viscous terms can be retained in the analysis.

Description: The design and development of the F-15B Propulsion Flight Test Fixture (PFTF), a new facility for propulsion flight research, is described. Mounted underneath an F-15B fuselage, the PFTF provides volume for experiment systems and attachment points for propulsion devices. A unique feature of the PFTF is the incorporation of a six-degree-of-freedom force balance. Three-axis forces and moments can be measured in flight for experiments mounted to the force balance. The NASA F-15B airplane is described, including its performance and capabilities as a research test bed aircraft. The detailed description of the PFTF includes the geometry, internal layout and volume, force-balance operation, available instrumentation, and allowable experiment size and weight. The aerodynamic, stability and control, and structural designs of the PFTF are discussed, including results from aerodynamic computational fluid dynamic calculations and structural analyses. Details of current and future propulsion flight experiments are discussed. Information about the integration of propulsion flight experiments is provided for the potential PFTF user.

Description: NASA's Hyper-X research program was developed primarily to flight demonstrate a supersonic combustion ramjet engine, fully integrated with a forebody designed to tailor inlet flow conditions and a free expansion nozzle/afterbody to produce positive thrust at design flight conditions. With a point-designed propulsion system the vehicle must depend on some other means for boost to its design flight condition. Clean separation from this initial propulsion system stage within less than a second is critical to the success of the flight. This paper discusses the early planning activity, background, and chronology that developed the series of wind-tunnel tests to support multi-degree-of-freedom simulation of the separation process. Representative results from each series of tests are presented, and issues and concerns during the process and current status are highlighted.

Description: An aerodynamic design procedure that uses neural networks to model the functional behavior of the objective function in design space has been developed. This method incorporates several improvements to an earlier method that employed a strategy called parameter-based partitioning of the design space in order to reduce the computational costs associated with design optimization. As with the earlier method, the current method uses a sequence of response surfaces to traverse the design space in search of the optimal solution. The new method yields significant reductions in computational costs by using composite response surfaces with better generalization capabilities and by exploiting synergies between the optimization method and the simulation codes used to generate the training data. These reductions in design optimization costs are demonstrated for a turbine airfoil design study where a generic shape is evolved into an optimal airfoil.

Description: Major elements of an experiment called the Infrared Sensing Aeroheating Flight Experiment are discussed. The primary experiment goal is to provide reentry global temperature images from infrared measurements to define the characteristics of hypersonic boundary-layer transition during flight. Specifically, the experiment is to identify, monitor, and quantify hypersonic boundary layer windward surface transition of the X-33 vehicle during flight. In addition, the flight data will serve as a calibration and validation of current boundary layer transition prediction techniques, provide benchmark laminar, transitional, and fully turbulent global aeroheating data in order to validate existing wind tunnel and computational results, and to advance aeroheating technology. Shuttle Orbiter data from STS-96 used to validate the data acquisition and data reduction to global temperatures, in order to mitigate the experiment risks prior to the maiden flight of the X-33, is discussed. STS-96 reentry mid-wave (3-5 Pm) infrared data were collected at the Ballistic Missile Defense Organization/Innovative Sciences and Technology Experimentation Facility site at NASA-Kennedy Space Center and subsequently mapped into global temperature contours using ground calibrations only. A series of image mapping techniques have been developed in order to compare each frame of infrared data with thermocouple data collected during the flight. Comparisons of the ground calibrated global temperature images with the corresponding thermocouple data are discussed. The differences are shown to be generally less than about 5%, which is comparable to the expected accuracy of both types of aeroheating measurements.

Description: A Navier-Stokes computation is performed for a ducted-fan configuration with the goal of predicting rotor-stator noise generation without having to resort to heuristic modeling. The calculated pressure field in the inlet region is decomposed into classical infinite-duct modes, which are then used in either a hybrid finite-element/Kirchhoff surface method or boundary integral equation method to calculate the far field noise. Comparisons with experimental data are presented, including rotor wake surveys and far field sound pressure levels for two blade passage frequency (BPF) tones.

Description: Mechanical cryocoolers represent a significant enabling technology for NASA's Earth and Space Science Enterprises, as well as augmenting existing capabilities in space exploration. An over-view is presented of on-going efforts at the Goddard Space Flight Center and the Jet Propulsion Laboratory in support of current flight projects, near-term flight instruments, and long-term technology development.

Description: The Pulsed Plasma Thruster (PPT) Experiment on the Earth Observing One (EO-1) spacecraft has been designed to demonstrate the capability of a new generation PPT to perform spacecraft attitude control. Results from PPT unit level radiated electromagnetic interference (EMI) tests led to concerns about potential interference problems with other spacecraft subsystems. Initial plans to address these concerns included firing the PPT at the spacecraft level both in atmosphere, with special ground support equipment. and in vacuum. During the spacecraft level tests, additional concerns where raised about potential harm to the Advanced Land Imager (ALI). The inadequacy of standard radiated emission test protocol to address pulsed electromagnetic discharges and the lack of resources required to perform compatibility tests between the PPT and an ALI test unit led to changes in the spacecraft level validation plan. An EMI shield box for the PPT was constructed and validated for spacecraft level ambient testing. Spacecraft level vacuum tests of the PPT were deleted. Implementation of the shield box allowed for successful spacecraft level testing of the PPT while eliminating any risk to the ALI. The ALI demonstration will precede the PPT demonstration to eliminate any possible risk of damage of ALI from PPT operation.

Description: This paper describes a videogram metric technique for determining aerodynamic loads based on optical elastic deformation measurements. The data reduction methods are developed to extract the normal force and pitching moment from beam deformation data. The axial force is obtained by measuring the axial translational motion of a movable shaft in a spring/bearing device. Proof-of-concept calibration experiments are conducted to assess the accuracy of this optical technique.

Description: A High Altitude Test was performed in the Propulsion Systems Lab (PSL) at the NASA Glenn Research Center using a Pratt and Whitney Canada PW545 jet engine. This engine was tested to develop a highaltitude database on small, high-bypass ratio, engine performance and operability. Industry is interested in the use of high-bypass engines for Uninhabited Aerial Vehicles (UAV's) to perform high altitude surveillance. The tests were a combined effort between Pratt & Whitney Canada (PWC) and NASA Glenn Research Center. A large portion of this test activity was to collect performance data with a highly instrumented low-pressure turbine. Low-pressure turbine aerodynamic performance at low Reynolds numbers was collected and compared to analytical models developed by NASA and PWC. This report describes the test techniques implemented to obtain high accuracy turbine performance data in an altitude test facility, including high accuracy airflow at high altitudes, very low mass flow, and low air temperatures. Major accomplishments from this test activity were to collect accurate and repeatable turbine performance data at high altitudes to within 1 percent. Data were collected at 19,800m, 16,750m, and 13,700m providing documentation of diminishing LPT performance with reductions in Reynolds number in an actual engine flight environment. The test provided a unique database for the development of engine analysis codes to be used for future LPT performance improvements.

Description: It is proposed to investigate the effect of sudden change in the slope of the surface on the stability and transition onset point in supersonic and hypersonic boundary layers. Since we can not use the linear stability theory in flows where there are discontinuities we have to solve the full Navier-Stokes equations to determine the amplification of the disturbances across the oblique shock which exists at the corner. We will use the Navier-Stokes code which was developed by Dr. Harold Atkins in the aerodynamic and acoustic methods branch. The code is developed using the higher order ENO scheme and is currently set up for two-dimensional flows. In the first year of our investigation, we will investigate the evolution of small amplitude two-dimensional disturbances and determine the N-factors for the most amplified disturbances. We will perform the analysis for the parameter similar to X-31 model and flight experiment conditions. From these computation we will infer what is the maximum amplification rate possible in quite environments without any tripping devices. In the second part of the investigation, we will perform nonlinear computations to determine what is the minimum amplitudes necessary to cause the transition at a designed location. In the third part, we have to determine what kind of trip devices necessary to excite the required disturbances. The principal investigator of this project is Dr. P. Balakumar, Associate Professor of Department of Aerospace Engineering, Old Dominion University. We will actively collaborate with research scientists in the Aero-Thermodynamics Branch at NASA/Langley Research Center. A half-time graduate student will also participate in the project.

Description: The Fluid Mechanics and Acoustics Laboratory at Hampton University (HU/FM&AL) jointly with the NASA Glenn Research Center has conducted four connected subprojects under the reporting project. Basically, the HU/FM&AL Team has been involved in joint research with the purpose of theoretical explanation of experimental facts and creation of accurate numerical simulation techniques and prediction theory for solution of current problems in propulsion systems of interest to the NAVY and NASA agencies. This work is also supported by joint research between the NASA GRC and the Institute of Mechanics at Moscow State University (IM/MSU) in Russia under a CRDF grant. The research is focused on a wide regime of problems in the propulsion field as well as in experimental testing and theoretical and numerical simulation analyses for advanced aircraft and rocket engines. The FM&AL Team uses analytical methods, numerical simulations and possible experimental tests at the Hampton University campus. The fundamental idea uniting these subprojects is to use nontraditional 3D corrugated and composite nozzle and inlet designs and additional methods for exhaust jet noise reduction without essential thrust loss and even with thrust augmentation. These subprojects are: (1) Aeroperformance and acoustics of Bluebell-shaped and Telescope-shaped designs; (2) An analysis of sharp-edged nozzle exit designs for effective fuel injection into the flow stream in air-breathing engines: triangular-round, diamond-round and other nozzles; (3) Measurement technique improvement for the HU Low Speed Wind Tunnel; a new course in the field of aerodynamics, teaching and training of HU students; experimental tests of Mobius-shaped screws: research and training; (4) Supersonic inlet shape optimization. The main outcomes during this reporting period are: (l) Publications: The AIAA Paper #00-3170 was presented at the 36th AIAA/ASME/SAE/ASEE Joint Propulsion Conference, 17-19 June, 2000, Huntsville, AL. The AIAA Paper #01-1893 has been accepted for the AIAA/NAL-NASDA-ISAS 10th International Space Planes and Hypersonic Systems and Technologies Conference, 24-27 April 2001, Kyoto, Japan. The AIAA Paper #01 -3204 has been accepted for presentation at the 37th AIAA/ASME/SAE/ASEE Joint Propulsion Conference, being held on 08-11 July, in Salt Lake City, UT; (2) A U.S. patent #6,082,635 was granted on July 4, 2000; (3) Grants and proposals: The H U/ FM&AL was awarded the NASA grant NAG-3-2495 in October 2000 and the laboratory is a primary U.S. research team in a joint project under the CRDF award granted to the NASA GRC and IM/MSU (Russia) in July 2000; (4) Theory and numerical simulations: Analytical theory, numerical simulation, comparison of theoretical with experimental results, and modification of theoretical approaches, models, grids, etc., have been conducted for several complicated 2D and 3D nozzle and inlet designs using NASA, ICASE, and IM/MSU codes based on full Euler and Navier-Stokes solvers: CFL3D, FLUENT, and GODUNOV, and others; (5) Experimental Tests: (a) A new course: "Advanced Aerodynamics and Aircraft Performance" presented in spring semester, 2001; training and experimental test research using the HU LSWT. (b) Small-scale M6bius-shaped screws were tested in different conditions and their application has shown essential benefits by comparison with traditional designs; (6) Installation in the FM&AL computer system: second software TECPLOT 8.0 for the UNIX SGI workstation and free TECPLOT 7.5 for the PC Dell computer, and 2D and 3D GRIDGEN (version 9) for the UNIX SGI as well as installation of two free NASA codes, 3D MAG and VULCAN; (7) Student Research Activity: Involvement of two undergraduate students as research assistants in the current research project.

Description: A multipart study of the V-22 hover flowfield was conducted. Testing involved a 0.15-scale semispan model with multiple independent force balance systems. The velocity flowfield surrounding the airframe was measured using a robotic positioning system and anemometer. Both time averaged and cycle-averaged results are reported. It is shown that the fuselage download in hover can be significantly reduced using a small download reduction device. Measurements indicate that the success of the device is attributed to the substantial elimination of tiltrotor fountain flow. As part of.the study, an unsteady CFD prediction is time-averaged, and shown to have excellent agreement in predicting the baseline configuration fountain flow. Some discrepancies at the outboard edge of the rotor are discussed. An &&sessment of an advanced tip shape rotor comp"'Ietes the study. Derived from a nonrotating study, the advanced tip shape rotor was developed and tested on the Bell 0.15 scale semi-span V-22 model. The tip shape was intended to diffuse the tip vortex and reduce BVI noise. Rotor wake vorticity is extracted from the measured velocity dam to show that the advanced tip shape produces a tip vortex that is only slightly more diffuse than the baseline tip blade. The results indicate that nonrotating tests may overpredict the amount of tip vortex diffusion achieved by tip shape design in a rotating environment.

Description: Results of large-eddy simulations of the development of young persistent ice contrails are presented, concentrating on the interactions between the aircraft wake dynamics and the ice cloud evolution over ages front a few seconds to approx. 30 min. The 3D unsteady evolution of the dispersing engine exhausts, trailing vortex pair interaction and breakup, and subsequent Brunt-Vaisala oscillations of the older wake plume are modeled in detail in high-resolution simulations, coupled with it bulk microphysics model for the contrail ice development. The simulations confirm that the early wake dynamics can have a strong influence on the properties of persistent contrails even at late times. The vortex dynamics are the primary determinant of the vertical extent of the contrail (until precipitate ton becomes significant): and this together with the local wind shear largely determines the horizontal extent. The ice density, ice crystal number density, and a conserved exhaust tracer all develop and disperse in different fashions from each other. The total ice crystal number can be significantly reduced due to adiabatic compression resulting from the downward motion of the vortex system, even for ambient conditions that are substantially supersaturated with respect to ice. The fraction of the initial ice crystals surviving, their spatial distribution and the ice mass distribution are all sensitive to the aircraft type, ambient humidity, assumed initial ice crystal number, and ambient turbulence conditions. There is a significant range of conditions for which a smaller transport such as a B737 produces as significant a persistent contrail as a larger transport such as a B747, even though the latter consumes almost five times as much fuel. The difficulties involved in trying to minimize persistent contrail production are discussed.

Description: A small turbulence generating device was Attached near the tip of a hovering rotor blade In order to alter the structure of the trailing vortex. Stereo particle image velocimetry (PIV) images were used to quantify the wake behind the rotor blade during the first revolution. An analysis of the 3D-velocity field includes a method for accounting for vortex wander. The results show that a major change in the size and intensity of the trailing vortex can be achieved.

Description: The effectiveness of a four-dimensional variational data assimilation (4-DVAR) technique for creating "bogus" vortices in numerical simulations of hurricanes is evaluated in this study. A series of numerical experiments is conducted to generate initial vortices for Hurricane Georges and Bonnie (1998) in the Atlantic Ocean by assimilating bogus sea-level pressure and wind information into a mesoscale numerical model (MM5). Several different strategies are tested for investigating the sensitivity of the initial vortex representation to the type of bogus information.

Description: The axial foreshortening effect plays a key role in rotor blade dynamics, but approximating it accurately in reduced basis models has long posed a difficult problem for analysts. Recently, though, several methods have been shown to be effective in obtaining accurate,reduced basis models for rotor blades. These methods are the axial elongation method,the mixed finite element method, and the nonlinear normal mode method. The main objective of this paper is to demonstrate the close relationships among these methods, which are seemingly disparate at first glance. First, the difficulties inherent in obtaining reduced basis models of rotor blades are illustrated by examining the modal reduction accuracy of several blade analysis formulations. It is shown that classical, displacement-based finite elements are ill-suited for rotor blade analysis because they can't accurately represent the axial strain in modal space, and that this problem may be solved by employing the axial force as a variable in the analysis. It is shown that the mixed finite element method is a convenient means for accomplishing this, and the derivation of a mixed finite element for rotor blade analysis is outlined. A shortcoming of the mixed finite element method is that is that it increases the number of variables in the analysis. It is demonstrated that this problem may be rectified by solving for the axial displacements in terms of the axial forces and the bending displacements. Effectively, this procedure constitutes a generalization of the widely used axial elongation method to blades of arbitrary topology. The procedure is developed first for a single element, and then extended to an arbitrary assemblage of elements of arbitrary type. Finally, it is shown that the generalized axial elongation method is essentially an approximate solution for an invariant manifold that can be used as the basis for a nonlinear normal mode.

Description: This presentation describes the progress to date of the Small-Scale Demonstration for the Active Flow Control element of the Propulsion Airframe Integration Project. The goal of this work package is to demonstrate at small scale the ability to improve pressure recovery and distortion in an S-inlet with boundary layer ingestion representative of a Blended Wing Body (BWB) configuration. The effectiveness of several active and passive devices to control flow in an adverse pressure gradient with secondary flows present was evaluated in the Langley 15-Inch Low-Turbulence Tunnel. In this study, passive microvanes, microbumps, and piezoelectric synthetic jets were evaluated for their flow control characteristics using surface static pressures, flow visualization, and 3D Stereo Digital Particle Image Velocimetry. The microvanes imparted a higher level of vorticity to the flow than any of the other devices tested. Alternative actuator concepts are being pursued to support the Small-Scale Demonstration Level 1 milestone in FY03.

Description: With support from the Ultra-Efficient En,aine Technology (UEET) and Quiet Aircraft Technology (QAT) programs, an efficient low noise fan will be designed and tested to investigate aerodynamic and acoustic performance effects using trailing edge blowing (TEB). The fan uses TEB to fill the momentum deficit behind the fan rotor. This presentation will include an overview of the plan to design, build, and test the f a n in the NASA Glenn Research Center 9- by 15-Foot Low-Speed Wind Tunnel. In addition, the preliminary aerodynamic design will be presented.

Description: The goal of this study is to evaluate aspirated and non-aspirated aerodynamics on highly loaded LPT design. The objective is to increase stage loading by 30 to 50 percent without loss of efficiency for an existing low pressure turbine design. A study conducted on a NASA highly loaded multistage fan drive turbine (NASA CR-1964) indicated that end-wall bleed at the hub is a more significant parameter compared to aspirated airfoil. Based on this study, a 3-stage LPT is redesigned to 2-stage LIT with and without end-wall bleed. Both aerodynamic design and mechanical design are completed. In addition to end-wall bleed, exit guide vanes are designed with aspirated airfoils to reduce the losses. The LPT is redesigned with all constraints necessary for practical application. The benefit of the high-performance, highly loaded LPT shows up in reduced stage and part count, reduced size and weight, and reduced cost.

Description: A computational study is being conducted to evaluate the installation effects of ultra-high bypass ratio (BPR) nacelles on conventional twin-engine transonic transport aircraft. An unstructured Navier-Stokes flow solver, USM3D, is being utilized for the study. The results have been compared to wind tunnel data obtained in the NASA LaRC 16-Foot Transonic Tunnel, for nacelle BPRs of nine and twelve. The USM3D flow solver was found to adequately predict the flows of interest, and has subsequently been used to analyze the installation effects of a theoretical BPR-15 nacelle. In addition, a design code is being used in conjunction with USM3D to redesign the wing in the presence of the BPR-15 nacelle. The preliminary design results will be presented.

Description: An overview of the active shape control for a variable radius nacelle leading edge program is presented. The current technical plan and schedule will be discussed. Results from the structural shape change of curved plates demonstration will be presented, as well as the NASA LaRC concept for a variable radius nacelle leading edge. Results of a Boeing systems integration study of this concept will be discussed briefly. The status of the sensors, actuators, and computational design tools tasks will also be presented.

Description: The Propulsion Airframe Integration (PAI) Project develops advanced technologies to yield lower drag integration of the propulsion system with the airframe. Lower drag reduces aircraft fuel burn for a given mission, and therefore contributes to the UEET Program s 15 percent CO2 emission reduction goal for large commercial jet transports. An overview of the PAI technologies and plans is given in this presentation.

Description: Cooperative research and development activities at the NASA Langley Research Center (LaRC) involving reduced-order modeling (ROM) techniques are presented. Emphasis is given to reduced-order methods and analyses based on Volterra series representations, although some recent results using Proper Orthogonal Deco in position (POD) are discussed as well. Results are reported for a variety of computational and experimental nonlinear systems to provide clear examples of the use of reduced-order models, particularly within the field of computational aeroelasticity. The need for and the relative performance (speed, accuracy, and robustness) of reduced-order modeling strategies is documented. The development of unsteady aerodynamic state-space models directly from computational fluid dynamics analyses is presented in addition to analytical and experimental identifications of Volterra kernels. Finally, future directions for this research activity are summarized.

Description: This presentation describes current work under UEET Active Flow Control CFD Research Tool Development. The goal of this work is to develop computational tools for inlet active flow control design. This year s objectives were to perform CFD simulations of fully gridded vane vortex generators, micro-vortex genera- tors, and synthetic jets, and to compare flowfield results with wind tunnel tests of simple geometries with flow control devices. Comparisons are shown for a single micro-vortex generator on a flat plate, and for flow over an expansion ramp with sidewall effects. Vortex core location, pressure gradient and oil flow patterns are compared between experiment and computation. This work lays the groundwork for evaluating simplified modeling of arrays of devices, and provides the opportunity to test simple flow control device/sensor/ control loop interaction.

Description: Partial Contents: The Effect of Aircraft Wake Vortex Separation on Air Transportation Capacity; The Pilots View of Wake Vortices - Capacity vs. Safety; Runway Capacity Constraints at Heathrow Airport; FAA's Research Strategy; Increasing Capacity by Wake Turbulence Avoidance Systems at Frankfurt/Main Airport; Improving Airport Capacity Using Vertical Flight; Recent Developments in Industrial Wake Vortex Research; Vortex Evolution and Characterization; PIV -Survey of the Vortex Wake Structure behind an Airbus A340 in a Towing Tank.

Description: An extensive parametric study of vortices shed from airfoil vortex generators has been conducted to determine the dependence of initial vortex circulation and peak vorticity on elements of the airfoil geometry and impinging flow conditions. These elements include the airfoil angle of attack, chord length, span, aspect ratio, local boundary layer thickness, and free stream Mach number. In addition, the influence of airfoil-to-airfoil spacing on the circulation and peak vorticity has been examined for pairs of co-rotating and counter-rotating vortices. The vortex generators were symmetric airfoils having a NACA-0012 cross-sectional profile. These airfoils were mounted either in isolation, or in pairs, on the surface of a straight pipe. The turbulent boundary layer thickness to pipe radius ratio was about 17 percent. The circulation and peak vorticity data were derived from cross-plane velocity measurements acquired with a seven-hole probe at one chord-length downstream of the airfoil trailing edge location. The circulation is observed to be proportional to the free-stream Mach number, the angle-of-attack, and the span-to-boundary layer thickness ratio. With these parameters held constant, the circulation is observed to fall off in monotonic fashion with increasing airfoil aspect ratio. The peak vorticity is also observed to be proportional to the free-stream Mach number, the airfoil angle-of-attack, and the span-to-boundary layer thickness ratio. Unlike circulation, however, the peak vorticity is observed to increase with increasing aspect ratio, reaching a peak value at an aspect ratio of about 2.0 before falling off again at higher values of aspect ratio. Co-rotating vortices shed from closely spaced pairs of airfoils have values of circulation and peak vorticity under those values found for vortices shed from isolated airfoils of the same geometry. Conversely, counter-rotating vortices show enhanced values of circulation and peak vorticity when compared to values obtained in isolation. The circulation may be accurately modeled with an expression based on Prandtl's relationship between finite airfoil circulation and airfoil geometry. A correlation for the peak vorticity has been derived from a conservation relationship equating the moment at the airfoil tip to the rate of angular momentum production of the shed vortex, modeled as a Lamb (ideal viscous) vortex. This technique provides excellent qualitative agreement to the observed behavior of peak vorticity for low aspect ratio airfoils typically used as vortex generators.

Description: A CFD analyses is presented for a set of baseline and noise suppression mixed flow nozzles with and without a pylon installation. The five model configurations are as follows; a baselinecore/fan dual-stream nozzle with an external plug, a chevron mixer nozzle with a peak on the symmetry plane with external plug, both of the above nozzles with an installed bifurcatingpylon and lastly a clocked chevron mixer nozzle such that a trough is aligned with the center of the pylon. The fluid flow is simulated by solving the asymptotically steady, compressible, Reynolds-averaged Navier-Stokes equations using an implicit, up-wind, flux-difference splitting finite volume scheme and standard two equation k-epsilon turbulence model with a linear stress representation. All computations are performed using the multiblock, parallel, structuredcode PAB3D. Results indicate that the clocked chevron with pylon case achieves the most optimal levels of average and peak turbulence kinetic energy and vorticity and therefore is expected to be the quietest of the five configurations tested. Further study is required to refine expressions which are indicative of noise and mate these with rigorous noise prediction models.

Description: An integrated geometry/grid/simulation software package, ICEG2D, is being developed to automate computational fluid dynamics (CFD) simulations for single- and multi-element airfoils with ice accretions. The current version, ICEG213 (v2.0), was designed to automatically perform four primary functions: (1) generate a grid-ready surface definition based on the geometrical characteristics of the iced airfoil surface, (2) generate high-quality structured and generalized grids starting from a defined surface definition, (3) generate the input and restart files needed to run the structured grid CFD solver NPARC or the generalized grid CFD solver HYBFL2D, and (4) using the flow solutions, generate solution-adaptive grids. ICEG2D (v2.0) can be operated in either a batch mode using a script file or in an interactive mode by entering directives from a command line within a Unix shell. This report summarizes activities completed in the first two years of a three-year research and development program to address automation issues related to CFD simulations for airfoils with ice accretions. As well as describing the technology employed in the software, this document serves as a users manual providing installation and operating instructions. An evaluation of the software is also presented.

Description: This workshop paper presents the current status in the development of a new approach for the solution of the Euler equations on Cartesian meshes with embedded boundaries in three dimensions on distributed and shared memory architectures. The approach uses adaptively refined Cartesian hexahedra to fill the computational domain. Where these cells intersect the geometry, they are cut by the boundary into arbitrarily shaped polyhedra which receive special treatment by the solver. The presentation documents a newly developed multilevel upwind solver based on a flexible domain-decomposition strategy. One novel aspect of the work is its use of space-filling curves (SFC) for memory efficient on-the-fly parallelization, dynamic re-partitioning and automatic coarse mesh generation. Within each subdomain the approach employs a variety reordering techniques so that relevant data are on the same page in memory permitting high-performance on cache-based processors. Details of the on-the-fly SFC based partitioning are presented as are construction rules for the automatic coarse mesh generation. After describing the approach, the paper uses model problems and 3- D configurations to both verify and validate the solver. The model problems demonstrate that second-order accuracy is maintained despite the presence of the irregular cut-cells in the mesh. In addition, it examines both parallel efficiency and convergence behavior. These investigations demonstrate a parallel speed-up in excess of 28 on 32 processors of an SGI Origin 2000 system and confirm that mesh partitioning has no effect on convergence behavior.

Description: This report documents the results of a computational study done to compute the inviscid longitudinal aerodynamic characteristics of the Space Shuttle Orbiter for Mach numbers 10 and 15 at angles of attack of 40, 50, 55, and 60 degrees. These computations were done to provide limited aerodynamic data in support of the Orbiter contingency abort task. The Orbiter had all the control surfaces in the undeflected position. The unstructured grid software FELISA was used for these computations with the equilibrium air option. Normal and axial force coefficients and pitching moment coefficients were computed. The hinge moment coefficients of the body flap and the inboard and outboard elevons were also computed. These results were compared with Orbiter Air Data Book (OADB) data and those computed using GASP. The comparison with the GASP results showed very good agreement in Cm and Ca at all the points. The computed axial force coefficients were smaller than those computed by GASP. There were noticeable differences between the present results and those in the OADB at angles of attack greater than 50 degrees.

Description: The main objective of this study is to validate the jet noise reduction potential of a concept associated with distributed exhaust nozzles. Under this concept the propulsive thrust is generated by a larger number of discrete plumes issuing from an array of small or mini-nozzles. The potential of noise reduction of this concept stems from the fact that a large number of small jets will produce very high frequency noise and also, if spaced suitably, they will coalesce at a smaller velocity to produce low amplitude, low frequency noise. This is accomplished through detailed acoustic and fluid measurements along with a Computational Fluidic Dynamic (CFD) solution of the mean (DE) Distributed Exhaust nozzle flowfield performed by Northrop-Grumman. The acoustic performance is quantified in an anechoic chamber. Farfield acoustic data is acquired for a DE nozzle as well as a round nozzle of the same area. Both these types of nozzles are assessed numerically using Computational Fluid Dynamic (CFD) techniques. The CFD analysis ensures that both nozzles issued the same amount of airflow for a given nozzle pressure ratio. Data at a variety of nozzle pressure ratios are acquired at a range of polar and azimuthal angles. Flow visualization of the DE nozzle is used to assess the fluid dynamics of the small jet interactions. Results show that at high subsonic jet velocities, the DE nozzle shifts its frequency of peak amplitude to a higher frequency relative to a round nozzle of equivalent area (from a S(sub tD) = 0.24 to 1. 3). Furthermore, the DE nozzle shows reduced sound pressure levels (as much as 4 - 8 dB) in the low frequency part of the spectrum (less than S(sub tD) = 0.24 ) compared to the round nozzle. At supersonic jet velocities, the DE nozzle does not exhibit the jet screech and the shock-associated broadband noise is reduced by as much as 12 dB.

Description: This report documents the results of a study conducted to compute the inviscid longitudinal aerodynamic characteristics of three aeroshell configurations of the proposed '07 Mars lander. This was done in support of the activity to design a smart lander for the proposed '07 Mars mission. In addition to the three configurations with tabs designated as the shelf, the canted, and the Ames, the baseline configuration (without tab) was also studied. The unstructured grid inviscid CFD software FELISA was used, and the longitudinal aerodynamic characteristics of the four configurations were computed for Mach number of 2.3, 2.7, 3.5, and 4.5, and for an angle of attack range of -4 to 20 degrees. Wind tunnel tests had been conducted on scale models of these four configurations in the Unitary Plan Wind Tunnel, NASA Langley Research Center. Present computational results are compared with the data from these tests. Some differences are noticed between the two results, particularly at the lower Mach numbers. These differences are attributed to the pressures acting on the aft body. Most of the present computations were done on the forebody only. Additional computations were done on the full body (forebody and afterbody) for the baseline and the Shelf configurations. Results of some computations done (to simulate flight conditions) with the Mars gas option and with an effective gamma are also included.

Description: A Drag Prediction Workshop was held in conjunction with the 19th AIAA Applied Aerodynamics Conference in June 2001. The purpose of the workshop was to assess the prediction of drag by computational methods for a wing/body configuration (DLR-F4) representative of subsonic transport aircraft. This report details computed results submitted to this workshop using the Reynolds-averaged Navier-Stokes code CFL3D. Two supplied grids were used: a point-matched 1-to-1 multi-block grid, and an overset multi-block grid. The 1-to-1 grid, generally of much poorer quality and with less streamwise resolution than the overset grid, is found to be too coarse to adequately resolve the surface pressures. However, the global forces and moments are nonetheless similar to those computed using the overset grid. The effect of three different turbulence models is assessed using the 1-to-1 grid. Surface pressures are very similar overall, and the drag variation due to turbulence model is 18 drag counts. Most of this drag variation is in the friction component, and is attributed in part to insufficient grid resolution of the 1-to-1 grid. The misnomer of 'fully turbulent' computations is discussed; comparisons are made using different transition locations and their effects on the global forces and moments are quantified. Finally, the effect of two different versions of a widely used one-equation turbulence model is explored.

Description: A computational fluid dynamics (CFD) sensitivity analysis is conducted for a modern civil transport at several conditions ranging from mostly attached flow to flow with substantial separation. Two different Navier-Stokes computer codes and four different turbulence models are utilized, and results are compared both to wind tunnel data at flight Reynolds number and flight data. In-depth CFD sensitivities to grid, code, spatial differencing method, aeroelastic shape, and turbulence model are described for conditions near buffet onset (a condition at which significant separation exists). In summary, given a grid of sufficient density for a given aeroelastic wing shape, the combined approximate error band in CFD at conditions near buffet onset due to code, spatial differencing method, and turbulence model is: 6% in lift, 7% in drag, and 16% in moment. The biggest two contributers to this uncertainty are turbulence model and code. Computed results agree well with wind tunnel surface pressure measurements both for an overspeed 'cruise' case as well as a case with small trailing edge separation. At and beyond buffet onset, computed results agree well over the inner half of the wing, but shock location is predicted too far aft at some of the outboard stations. Lift, drag, and moment curves are predicted in good agreement with experimental results from the wind tunnel.

Description: Considerable attention has been recently received on the impact of aircraft-produced aerosols upon the global climate. Sampling particles directly from jet engines has been performed by different research groups in the U.S. and Europe. However, a large variation has been observed among published data on the conversion efficiency and emission indexes of jet engines. The variation results surely from the differences in test engine types, engine operation conditions, and environmental conditions. The other factor that could result in the observed variation is the performance of sampling probes used. Unfortunately, it is often neglected in the jet engine community. Particle losses during the sampling, transport, and dilution processes are often not discussed/considered in literatures. To address this issue, we evaluated the performance of one sampling probe by challenging it with monodisperse particles. A significant performance difference was observed on the sampling probe evaluated under different temperature conditions. Thermophoretic effect, nonisokinetic sampling and turbulence loss contribute to the loss of particles in sampling probes. The results of this study show that particle loss can be dramatic if the sampling probe is not well designed. Further, the result allows ones to recover the actual size distributions emitted from jet engines.

Description: The report describes the technical effort to develop: (1) geometry recipes for nozzles, inlets, disks, frames, shafts, and ducts in finite element form, (2) component design tools for nozzles, inlets, disks, frames, shafts, and ducts which utilize the recipes and (3) an integrated design tool which combines the simulations of the nozzles, inlets, disks, frames, shafts, and ducts with the previously developed combustor, turbine blade, and turbine vane models for a total engine representation. These developments will be accomplished in cooperation and in conjunction with comparable efforts of NASA Glenn Research Center.

Description: The exoskeletal engine concept is one in which the shafts and disks are eliminated and are replaced by rotating casings that support the blades in spanwise compression. Omission of the shafts and disks leads to an open channel at the engine centerline. This has immense potential for reduced jet noise and for the accommodation of an alternative form of thruster for use in a combined cycle. The use of ceramic composite materials has the potential for significantly reduced weight as well as higher working temperatures without cooling air. The exoskeletal configuration is also a natural stepping-stone to complete counter-rotating turbomachinery. Ultimately this will lead to reductions in weight, length, parts count and improved efficiency. The feasibility studies are in three parts. Part 1: Systems and Component Requirements addressed the mechanical aspects of components from a functionality perspective. This effort laid the groundwork for preliminary design studies. Although important, it is not felt to be particularly original, and has therefore not been included in the current overview. Part 2: Preliminary Design Studies turned to some of the cycle and performance issues inherent in an exoskeletal configuration and some initial attempts at preliminary design of turbomachinery were described. Twin-spoon and single-spool 25,800-lbf-thrust turbofans were used as reference vehicles in a mid-size commercial subsonic category in addition to a single-spool 5,000-lbf-thrust turbofan that represented a general aviation application. The exoskeletal engine, with its open centerline, has tremendous potential for noise suppression and some preliminary analysis was done which began to quantify the benefits. Part 3: Additional Preliminary Design Studies revisited the design of single-spool 25,800-lbf-thrust turbofan configurations, but in addition to the original FPR = 1.6 and BPR = 5.1 reference engine. two additional configurations used FPR = 2.4 and BPR = 3.0 and FPR = 3.2 and BPR = 2.0 were investigated. The single-spool 5.000-lbf-thrust turbofan was refined and the small engine study was extended to include a 2,000-lbf-thrust turbojet. More attention was paid to optimizing the turbomachinery. Turbine cooling flows were eliminated, in keeping with the use of uncooled CMC materials in exoskeletal engines. The turbine performance parameters moved much closer to the nominal target values, demonstrating the great benefits to the cycle of uncooled turbines.

Description: A device for controlling drag on a ground vehicle. The device consists of a porous skin mounted on the trailing surface of the ground vehicle. The porous skin may be separated from the vehicle surface by a distance of at least the thickness of the porous skin. Alternately, the trailing surface of the ground vehicle may be porous. The device minimizes the strength of the separation in the base and wake regions of the ground vehicle, thus reducing drag.

Description: Data for rotors using unconventional airfoils are of interest to permit an evaluation of this technology's capability to meet the U.S. Army's need for increased helicopter mission effectiveness and improved safety and survivability. Thus, an experimental investigation was conducted in the Langley Transonic Dynamics Tunnel (TDT) to evaluate the effect of using slotted airfoils in the rotor blade tip region (85 to 100 percent radius) on rotor aerodynamic performance and loads. Four rotor configurations were tested in forward flight at advance ratios from 0.15 to 0.45 and in hover in-ground effect. The hover tip Mach number was 0.627, which is representative of a design point of 4000-ft geometric altitude and a temperature of 95 F. The baseline rotor configuration had a conventional single-element airfoil in the tip region. A second rotor configuration had a forward-slotted airfoil with a -6 deg slat, a third configuration had a forward-slotted airfoil with a -10 slat, and a fourth configuration had an aft-slotted airfoil with a 3 deg flap (trailing edge down). The results of this investigation indicate that the -6 deg slat configuration offers some performance and loads benefits over the other three configurations.

Description: Investigations have been conducted in the Langley 16-Foot Transonic Tunnel (at Mach numbers from 0.60 to 1.25) and in the Langley Unitary Plan Wind Tunnel (at Mach numbers from 2.16 to 2.86) at an angle of attack of 0 deg to determine the isolated performance of several expendable nozzle concepts for supersonic nonaugmented turbojet applications. The effects of centerbody base shape, shroud length, shroud ventilation, cruciform shroud expansion ratio, and cruciform shroud flap vectoring were investigated. The nozzle pressure ratio range, which was a function of Mach number, was between 1.9 and 11.8 in the 16-Foot Transonic Tunnel and between 7.9 and 54.9 in the Unitary Plan Wind Tunnel. Discharge coefficient, thrust-minus-drag, and the forces and moments generated by vectoring the divergent shroud flaps (for Mach numbers of 0.60 to 1.25 only) of a cruciform nozzle configuration were measured. The shortest nozzle had the best thrust-minus-drag performance at Mach numbers up to 0.95 but was approached in performance by other configurations at Mach numbers of 1.15 and 1.25. At Mach numbers above 1.25, the cruciform nozzle configuration having the same expansion ratio (2.64) as the fixed geometry nozzles had the best thrust-minus-drag performance. Ventilation of the fixed geometry divergent shrouds to the nozzle external boattail flow generally improved thrust-minus-drag performance at Mach numbers from 0.60 to 1.25, but decreased performance above a Mach number of 1.25.

Description: A device for controlling drag on a ground vehicle is presented. The device consists of a porous skin mounted on the trailing surface of the ground vehicle. The porous skin may be separated from the vehicle surface by a distance of at least the thickness of the porous skin. Alternately, the trailing surface of the ground vehicle may be porous. The device minimizes the strength of the separation in the base and wake regions of the ground vehicle, thus reducing drag.

Description: The CFD General Notation System (CGNS) was developed to be a self-descriptive, machine-independent standard for storing CFD aerodynamic data. This guide aids users in the implementation of CGNS. It is intended as a tutorial on the usage of the CGNS mid-level library routines for reading and writing grid and flow solution datasets for both structured and unstructured methodologies.

Description: This experimental and theoretical work involved reduction of supersonic jet noise using Mach Wave Elimination (MWE), a method that suppresses noise by means of a gaseous layer that envelops the supersonic jet. Also explored was a new method for mixing enhancement in which an axial, secondary flow enhances mixing in a primary flow. The research is relevant to the advent of future supersonic transports that must adhere to the same take-off and landing restrictions as ordinary subsonic aircraft. To reduce noise, one needs to understand the fundamental fluid mechanics of the jet, namely its turbulent structure and mean-flow characteristics, and to perform high-quality noise measurements. The results generated are applicable to free jets as well as to jets within ejectors.

Description: Electronically scanned pressure (ESP) modules have been developed that can operate in ambient and in cryogenic environments, particularly Langley's National Transonic Facility (NTF). Because they can operate directly in a cryogenic environment, their use eliminates many of the operational problems associated with using conventional modules at low temperatures. To ensure the accuracy of these new instruments, calibration was conducted in a laboratory simulating the environmental conditions of NTF. This paper discusses the calibration process by means of the simulation laboratory, the system inputs and outputs and the analysis of the calibration data. Calibration results of module M4, a wide temperature ESP module with 16 ports and a pressure range of +/- 4 psid are given.

Description: The capabilities and performance of an aircraft depends greatly on the ability of the propulsion system to provide thrust. Since the beginning of powered flight, performance has increased in step with advancements in aircraft propulsion systems. These advances in technology from combustion engines to jets and rockets have enabled aircraft to exploit our atmospheric environment and fly at altitudes near the Earth's surface to near orbit at speeds ranging from hovering to several times the speed of sound. One of the main advantages of our atmosphere for these propulsion systems is the availability of oxygen. Getting oxygen basically "free" from the atmosphere dramatically increases the performance and capabilities of an aircraft. This is one of the reasons our present-day aircraft can perform such a wide range of tasks. But this advantage is limited to Earth; if we want to fly an aircraft on another planetary body, such as Mars, we will either have to carry our own source of oxygen or use a propulsion system that does not require it. The Mars atmosphere, composed mainly of carbon dioxide, is very thin. Because of this low atmospheric density, an aircraft flying on Mars will most likely be operating, in aerodynamical terms, within a very low Reynolds number regime. Also, the speed of sound within the Martian environment is approximately 20 percent less than it is on Earth. The reduction in the speed of sound plays an important role in the aerodynamic performance of both the aircraft itself and the components of the propulsion system, such as the propeller. This low Reynolds number-high Mach number flight regime is a unique flight environment that is very rarely encountered here on Earth.

Description: The problem of broadband noise generated by turbulence impinging on a downstream blade row is examined from a theoretical viewpoint. Equations are derived for sound power spectra in terms of 3 dimensional wavenumber spectra of the turbulence. Particular attention is given to issues of turbulence inhomogeneity associated with the near field of the rotor and variations through boundary layers. Lean and sweep of the rotor or stator cascade are also handled rigorously with a full derivation of the relevant geometry and definitions of lean and sweep angles. Use of the general theory is illustrated by 2 simple theoretical spectra for homogeneous turbulence. Limited comparisons are made with data from model fans designed by Pratt & Whitney, Allison, and Boeing. Parametric studies for stator noise are presented showing trends with Mach number, vane count, turbulence scale and intensity, lean, and sweep. Two conventions are presented to define lean and sweep. In the "cascade system" lean is a rotation out of its plane and sweep is a rotation of the airfoil in its plane. In the "duct system" lean is the leading edge angle viewing the fan from the front (along the fan axis) and sweep is the angle viewing the fan from the side (,perpendicular to the axis). It is shown that the governing parameter is sweep in the plane of the airfoil (which reduces the chordwise component of Mach number). Lean (out of the plane of the airfoil) has little effect. Rotor noise predictions are compared with duct turbulence/rotor interaction noise data from Boeing and variations, including blade tip sweep and turbulence axial and transverse scales are explored.

Description: A reduced toxicity fuel satellite propulsion system including a reduced toxicity propellant supply for consumption in an axial class thruster and an ACS class thruster. The system includes suitable valves and conduits for supplying the reduced toxicity propellant to the ACS decomposing element of an ACS thruster. The ACS decomposing element is operative to decompose the reduced toxicity propellant into hot propulsive gases. In addition the system includes suitable valves and conduits for supplying the reduced toxicity propellant to an axial decomposing element of the axial thruster. The axial decomposing element is operative to decompose the reduced toxicity propellant into hot gases. The system further includes suitable valves and conduits for supplying a second propellant to a combustion chamber of the axial thruster, whereby the hot gases and the second propellant auto-ignite and begin the combustion process for producing thrust.

Description: The TURBO-AE program has been evaluated by comparing the obtained results to cascade rig data and to prediction made from various in-house programs. A high-speed fan cascade, a turbine cascade, a turbine cascade and a fan geometry that shower flutter in torsion mode were analyzed. The steady predictions for the high-speed fan cascade showed the TURBO-AE predictions to match in-house codes. However, the predictions did not match the measured blade surface data. Other researchers also reported similar disagreement with these data set. Unsteady runs for the fan configuration were not successful using TURBO-AE .

Description: This report documents the results of an inviscid computational study conducted on several candidate aeroshell configurations for a proposed '07 Mars lander. Eleven different configurations were considered, and the aerodynamic characteristics of each of these were computed for a Mach number of 23.7 at 10, 15, and 20 degree angles of attack. The unstructured grid software FELISA with the equilibrium Mars gas option was used for these computations. The pitching moment characteristics and the lift-to-drag ratios at trim angle of attack of each of these configurations were examined to make a selection. The criterion for selection was that the configuration should be longitudinally stable, and should trim at an angle of attack where the L/D is -0.25. Based on the present study, two configurations were selected for further study

Description: The objective of this work is to evaluate the application of Navier-Stokes computational fluid dynamics technology, for the purpose of predicting off-design condition airloads on a business jet configuration in the transonic regime. The NASA Navier-Stokes flow solver OVERFLOW with Chimera overset grid capability, availability of several numerical schemes and convergence acceleration techniques was selected for this work. A set of scripts which have been compiled to reduce the time required for the grid generation process are described. Several turbulence models are evaluated in the presence of separated flow regions on the wing. Computed results are compared to available wind tunnel data for two Mach numbers and a range of angles-of-attack. Comparisons of wing surface pressure from numerical simulation and wind tunnel measurements show good agreement up to fairly high angles-of-attack.

Description: This report documents the results of an inviscid computational study conducted on two aeroshell configurations for a proposed '07 Mars Lander. The aeroshell configurations are asymmetric due to the presence of the tabs at the maximum diameter location. The purpose of these tabs was to change the pitching moment characteristics so that the aeroshell will trim at a non-zero angle of attack and produce a lift-to-drag ratio of approximately -0.25. This is required in the guidance of the vehicle on its trajectory. One of the two configurations is called the shelf and the other is called the tab. The unstructured grid software FELISA with the equilibrium Mars gas option was used for these computations. The computations were done for six points on a preliminary trajectory of the '07 Mars Lander at nominal Mach numbers of 2, 3, 5, 10, 15, and 24. Longitudinal aerodynamic characteristics namely lift, drag, and pitching moment were computed for 10, 15, and 20 degrees angles of attack. The results indicated that the two configurations have aerodynamic characteristics that have very similar aerodynamic characteristics, and provide the desired trim LID of approximately -0.25.

Description: This report documents the results of an inviscid computational study conducted on the Orbital Sciences X-34 vehicle to compute its inviscid longitudinal aerodynamic characteristics over a Mach number range of 1.25 to 6.0. The unstructured grid software FELISA was used and th e aerodynamic characteristics were computed at Mach numbers 1.25, 1.6, 2.5, 4.0, 4.63, and 6.0, and an angle of attack range of -4 to 32 degrees. These results were compared with available aerodynamic data from wind tunnel test on X-34 models. The comparison showed excellent agreement in C(sub N). The computed pitching moment compared well at Mach numbers 2.5 and higher, and at angles of attack of up to 12 deg. The agreement was not good at higher angles of attack possibly due to viscous effects. At lower Mach numbers there were significant differences between computed and measured C(sub m) values. This could not be explained. Since the present computations are inviscid, the computed C(sub A) was consistently lower than the measured values as expected.

Description: Spectroscopic methods are proposed for detection of thermal barrier coating (TBC) spallation from engine hot zone components. These methods include absorption and emission of airborne marker species originally embedded in the TBC bond coat. In this study, candidate marker materials for this application were evaluated. Thermochemical analysis of candidate marker materials combined with additional constraints such as toxicity and uniqueness to engine environment, provided a short list of four potential species: platinum, copper oxide, zinc oxide. and indium. The melting point of indium was considered to be too low for serious consideration. The other three candidate marker materials, platinum, copper oxide, and zinc oxide were placed in a high temperature furnace and emission and absorption properties were measured over a temperature range from 800-1400 C and a spectral range from 250 to 18000 nm. Platinum did not provide the desired response, likely due to the low vapor Pressure of the metallic species and the low absorption of the oxide species. It was also found, however. that platinum caused a broadening of the carbon dioxide absorption at 4300 nm. The nature of this effect is not known. Absorption and emission caused by sodium and potassium impurities in the platinum were found in the platinum tests. Zinc oxide did not provide the desired response, again, most likely due to the low vapor pressure of the metallic species and the low absorption of the oxide species. Copper oxide generated two strongly temperature dependent absorption peaks at 324.8 and 327.4 nm. The melting point of copper oxide was determined to be too low for serious consideration as marker material.

Description: Geometrical, flight, computational fluid dynamics (CFD), and wind-tunnel studies for the F-16XL-1 airplane are summarized over a wide range of test conditions. Details are as follows: (1) For geometry, the upper surface of the airplane and the numerical surface description compare reasonably well. (2) For flight, CFD, and wind-tunnel surface pressures, the comparisons are generally good at low angles of attack at both subsonic and transonic speeds, however, local differences are present. In addition, the shock location at transonic speeds from wind-tunnel pressure contours is near the aileron hinge line and generally is in correlative agreement with flight results. (3) For boundary layers, flight profiles were predicted reasonably well for attached flow and underneath the primary vortex but not for the secondary vortex. Flight data indicate the presence of an interaction of the secondary vortex system and the boundary layer and the boundary-layer measurements show the secondary vortex located more outboard than predicted. (4) Predicted and measured skin friction distributions showed qualitative agreement for a two vortex system. (5) Web-based data-extraction and computational-graphical tools have proven useful in expediting the preceding comparisons. (6) Data fusion has produced insightful results for a variety of visualization-based data sets.

Description: Effects of 'delta-tabs' on the mixing and noise characteristics of two model-scale nozzles have been investigated experimentally. The two models are (1) an eight-lobed nozzle simulating the primary flow of a mixer-ejector configuration considered for the HSCT program, (2) an axisymmetric nozzle with a centerbody simulating the 'ACE' configuration also considered for the HSCT program. Details of the flow-field for model (1) are explored, while primarily the noise-field is explored for model (2). Effects of different tab configurations are documented.

Description: This paper summarizes a variety of optically based flow-visualization techniques used for high-speed research by the Configuration Aerodynamics Wind-Tunnel Test Team of the High-Speed Research Program during its tenure. The work of other national experts is included for completeness. Details of each technique with applications and status in various national wind tunnels are given.

Description: Small devices were attached near the tip of a hovering rotor blade 'in order to alter the structure and trajectory of the trailing vortex. Stereo particle image velocimetry (PIV) images were used to quantify the wake behind the rotor blade during the first revolution. A procedure for analyzing the 3D-velocity field is presented that includes a method for accounting for vortex wander. The results show that a vortex generator can alter the trajectory of the trailing vortex and that a major change in the size and intensity of the trailing vortex can be achieved by introducing a high level of turbulence into the core of the vortex.

Description: A method for computing discrete-time state-space models of linearized unsteady aerodynamic behavior directly from aeroelastic CFD codes is presented. The method involves the treatment of CFD-based pulse responses as Markov parameters for use in a system identification /realization algorithm. Results are presented for the AGARD 445.6 Aeroelastic Wing with four aeroelastic modes at a Mach number of 0.96 using the EZNSS Euler/Navier-Stokes flow solver with aeroelastic capability. The System/Observer/Controller Identification Toolbox (SOCIT) algorithm, based on the Ho-Kalman realization algorithm, is used to generate 15th- and 32nd-order discrete-time state-space models of the unsteady aerodynamic response of the wing over the entire frequency range of interest.

Description: This report documents the results of a computational study conducted on the Orbital Sciences X-34 vehicle to compute its inviscid aerodynamic characteristics taking into account the wing structural flexibility. This was a joint exercise between LaRC and SDRC of California. SDRC modeled the structural details of the wing, and provided the structural deformation for a given pressure distribution on its surfaces. This study was done for a Mach number of 1.35 and an angle of attack of 9 deg.; the freestream dynamic pressure was assumed to be 607 lb/sq ft. Only the wing and the body were simulated in the CFD computations. Two wing configurations were examined. The first had the elevons in the undeflected position and the second had the elevons deflected 20 deg. up. The results indicated that with elevon undeflected, the wing twists by about 1.5 deg. resulting in a reduction in the angle of attack at the wing tip to by 1.5 deg. The maximum vertical deflection of the wing is about 3.71 inches at the wing tip. For the wing with the undeflected elevons, the effect of this wing deformation is to reduce the normal force coefficient (C(sub N)) by 0.012 and introduce a noise up pitching moment coefficient (C(sub m)) of 0.042.

Description: An unified approach for dealing with stability and aeroelastic response to time-dependent pressure pulses of swept wings in an incompressible flow is developed. To this end the indicial function concept in time and frequency domains, enabling one to derive the proper unsteady aerodynamic loads is used. Results regarding stability in the frequency and time domains, and subcritical aeroelastic response to arbitrary time-dependent external excitation obtained via the direct use of the unsteady aerodynamic derivatives for 3-D wings are supplied. Closed form expressions for unsteady aerodynamic derivatives using this unified approach have been derived and used to illustrate their application to flutter and aeroelastic response to blast and sonic-boom signatures. In this context, an original representation of the aeroelastic response in the phase space was presented and pertinent conclusions on the implications of some basic parameters have been outlined.

Description: Results from a study to assess the accuracy of turbulent heating and skin friction prediction techniques for hypersonic applications are presented. The study uses the original and a modified Baldwin-Lomax turbulence model with a space marching code. Grid converged turbulent predictions using the wall damping formulation (original model) and local damping formulation (modified model) are compared with experimental data for several flat plates. The wall damping and local damping results are similar for hot wall conditions, but differ significantly for cold walls, i.e., T(sub w) / T(sub t) 〈 0.3, with the wall damping heating and skin friction 10-30% above the local damping results. Furthermore, the local damping predictions have reasonable or good agreement with the experimental heating data for all cases. The impact of the two formulations on the van Driest damping function and the turbulent eddy viscosity distribution for a cold wall case indicate the importance of including temperature gradient effects. Grid requirements for accurate turbulent heating predictions are also studied. These results indicate that a cell Reynolds number of 1 is required for grid converged heating predictions, but coarser grids with a y(sup +) less than 2 are adequate for design of hypersonic vehicles. Based on the results of this study, it is recommended that the local damping formulation be used with the Baldwin-Lomax and Cebeci-Smith turbulence models in design and analysis of Hyper-X and future hypersonic vehicles.

Description: Tests conducted in the NASA Langley Research Center Transonic Dynamics Tunnel (TDT) assess the aerodynamic characteristics of a splitter plate used to test some semispan models in this facility. Aerodynamic data are analyzed to determine the effect of the splitter plate on the operating characteristics of the TDT, as well as to define the range of conditions over which the plate can be reasonably used to obtain aerodynamic data. Static pressures measurements on the splitter plate surface and the equipment fairing between the wind tunnel wall and the splitter plate are evaluated to determine the flow quality around the apparatus over a range of operating conditions. Boundary layer rake data acquired near the plate surface define the viscous characteristics of the flow over the plate. Data were acquired over a range of subsonic, transonic and supersonic conditions at dynamic pressures typical for models tested on this apparatus. Data from this investigation should be used as a guide for the design of TDT models and tests using the splitter plate, as well as to guide future splitter plate design for this facility.

Description: This thesis presents the conceptualization and development of a computational model for describing three-dimensional non-linear disturbances associated with instability and inlet distortion in multistage compressors. Specifically, the model is aimed at simulating the non-linear aspects of short wavelength stall inception, part span stall cells, and compressor response to three-dimensional inlet distortions. The computed results demonstrated the first-of-a-kind capability for simulating short wavelength stall inception in multistage compressors. The adequacy of the model is demonstrated by its application to reproduce the following phenomena: (1) response of a compressor to a square-wave total pressure inlet distortion; (2) behavior of long wavelength small amplitude disturbances in compressors; (3) short wavelength stall inception in a multistage compressor and the occurrence of rotating stall inception on the negatively sloped portion of the compressor characteristic; (4) progressive stalling behavior in the first stage in a mismatched multistage compressor; (5) change of stall inception type (from modal to spike and vice versa) due to IGV stagger angle variation, and "unique rotor tip incidence" at these points where the compressor stalls through short wavelength disturbances. The model has been applied to determine the parametric dependence of instability inception behavior in terms of amplitude and spatial distribution of initial disturbance, and intra-blade-row gaps. It is found that reducing the inter-blade row gaps suppresses the growth of short wavelength disturbances. It is also concluded from these parametric investigations that each local component group (rotor and its two adjacent stators) has its own instability point (i.e. conditions at which disturbances are sustained) for short wavelength disturbances, with the instability point for the compressor set by the most unstable component group. For completeness, the methodology has been extended to describe finite amplitude disturbances in high-speed compressors. Results are presented for the response of a transonic compressor subjected to inlet distortions.

Description: In support of Pratt & Whitney efforts to define the Rich burn/Quick mix/Lean burn (RQL) combustor for the High Speed Civil Transport (HSCT) aircraft engine, UTRC conducted a flametube-scale study of the RQL concept. Extensive combustor testing was performed at the Supersonic Cruise (SSC) condition of an HSCT engine cycle. Data obtained from probe traverses near the exit of the mixing section confirmed that the mixing section was the critical component in controlling combustor emissions. Circular-hole configurations, which produced rapidly-, highly-penetrating jets, were most effective in limiting NO(x). The spatial profiles of NO(x) and CO at the mixer exit were not directly interpretable using a simple flow model based on jet penetration, and a greater understanding of the flow and chemical processes in this section are required to optimize it. Neither the rich-combustor equivalence ratio nor its residence time was a direct contributor to the exit NO(x). Based on this study, it was also concluded that: (1) While NO(x) formation in both the mixing section and the lean combustor contribute to the overall emission, the NOx formation in the mixing section dominates. The gas composition exiting the rich combustor can be reasonably represented by the equilibrium composition corresponding to the rich combustor operating condition. Negligible NO(x) exits the rich combustor. (2) At the SSC condition, the oxidation processes occurring in the mixing section consume 99 percent of the CO exiting the rich combustor. Soot formed in the rich combustor is also highly oxidized, with combustor exit SAE Smoke Number 〈3. (3) Mixing section configurations which demonstrated enhanced emissions control at SSC also performed better at part-power conditions. Data from mixer exit traverses reflected the expected mixing behavior for off-design jet to crossflow momentum-flux ratios. (4) Low power operating conditions require that the RQL combustor operate as a lean-lean combustor to achieve low CO and high efficiency. (5) An RQL combustor can achieve the emissions goal of EINO(x) = 5 at the Supersonic Cruise operating condition for an HSCT engine.

Description: A subscale aerodynamic model of the GTX air-breathing launch vehicle was tested at NASA Glenn Research Center's 10- by 10-Foot Supersonic Wind Tunnel from Mach 2.0 to 3.5 at various angles-of-attack. The objective of the test was to investigate the effect of angle-of-attack on inlet mass capture, inlet diverter effectiveness, and the flowfield at the cowl lip plane. The flow-through inlets were tested with and without boundary-layer diverters. Quantitative measurements such as inlet mass flow rates and pitot-pressure distributions in the cowl lip plane are presented. At a 3deg angle-of-attack, the flow rates for the top and side inlets were within 8 percent of the zero angle-of-attack value, and little distortion was evident at the cowl lip plane. Surface oil flow patterns showing the shock/boundary-layer interaction caused by the inlet spikes are shown. In addition to inlet data, vehicle forebody static pressure distributions, boundary-layer profiles, and temperature-sensitive paint images to evaluate the boundary-layer transition are presented. Three-dimensional parabolized Navier-Stokes computational fluid dynamics calculations of the forebody flowfield are presented and show good agreement with the experimental static pressure distributions and boundary-layer profiles. With the boundary-layer diverters installed, no adverse aerodynamic phenomena were found that would prevent the inlets from operating at the required angles-of-attack. We recommend that phase 2 of the test program be initiated, where inlet contraction ratio and diverter geometry variations will be tested.

Description: Revolutionary rather than evolutionary changes in propulsion systems are most likely to decrease cost of space transportation and to provide a global range capability. Hypersonic air-breathing propulsion is a revolutionary propulsion system. The performance of scramjet engines can be improved by the AJAX energy management concept. A magneto-hydro-dynamics (MHD) generator controls the flow and extracts flow energy in the engine inlet and a MHD accelerator downstream of the combustor accelerates the nozzle flow. A progress report toward developing the MHD technology is presented herein. Recent theoretical efforts are reviewed and ongoing experimental efforts are discussed. The latter efforts also include an ongoing collaboration between NASA, the US Air Force Research Laboratory, US industry, and Russian scientific organizations. Two of the critical technologies, the ionization of the air and the MHD accelerator, are briefly discussed. Examples of limiting the combustor entrance Mach number to a low supersonic value with a MHD energy bypass scheme are presented, demonstrating an improvement in scramjet performance. The results for a simplified design of an aerospace plane show that the specific impulse of the MHD-bypass system is better than the non-MHD system and typical rocket over a narrow region of flight speeds and design parameters. Equilibrium ionization and non-equilibrium ionization are discussed. The thermodynamic condition of air at the entrance of the engine inlet determines the method of ionization. The required external power for non-equilibrium ionization is computed. There have been many experiments in which electrical power generation has successfully been achieved by magneto-hydrodynamic (MHD) means. However, relatively few experiments have been made to date for the reverse case of achieving gas acceleration by the MHD means. An experiment in a shock tunnel is described in which MHD acceleration is investigated experimentally. MHD has several potential aerospace applications. The first is to improve the performance of hypersonic air-breathing engines for space launch and cruise vehicles. The second is to improve the performance of a high enthalpy wind tunnel. The third is to control a hypersonic vehicle. With such applications in mind, theoretical and experiments are being conducted at the NASA Ames Research Center to develop the MHD technology.

Description: This paper presents progress on the development of a generic component level model of a turbofan engine simulation, with a digital controller, in an advanced graphical simulation environment. The goal of this effort is to develop and demonstrate a flexible simulation platform for future research in propulsion system control and diagnostic technology. A FORTRAN-based model of a modern, high- performance, military-type turbofan engine is being used to validate the platform development. The implementation process required the development of various innovative procedures, which are discussed in the paper. Open-loop and closed-loop comparisons are made between the two simulations. Future enhancements that are to be made to the modular engine simulation are summarized.

Description: In this report, we present our findings related to aerodynamic loading of partially inflated balloon shapes. This report will consider aerodynamic loading of partially inflated inextensible natural shape balloons and some relevant problems in potential flow. For the axisymmetric modeling, we modified our Balloon Design Shape Program (BDSP) to handle axisymmetric inextensible ascent shapes with aerodynamic loading. For a few simple examples of two dimensional potential flows, we used the Matlab PDE Toolbox. In addition, we propose a model for aerodynamic loading of strained energy minimizing balloon shapes with lobes. Numerical solutions are presented for partially inflated strained balloon shapes with lobes and no aerodynamic loading.

Description: A small-scale tiltrotor model was tested in the 7-by 10-foot Wind Tunnel at NASA Ames Research Center, with the goal of better understanding Vortex Ring State (VRS) effects on tiltrotor aircraft. Test objectives were to obtain performance data of a tiltrotor model over a wide range of descent conditions, to explore the effects of sideslip at these descent conditions, and to investigate the validity of using a single-rotor with a physical image plane to simulate dual rotor performance characteristics. The model consisted of a pair of 2-bladed teetering rotors with untwisted, 11.125-inch diameter, rectangular planform blades. Model configuration variations included a dual-rotor, an isolated-rotor, and a single-rotor with a physical image plane. Rotor performance data were obtained for the dual-rotor configuration operating over a wide range of descent and sideslip conditions. Isolated-rotor and single-rotor with image plane configurations were tested over an abbreviated range of descent conditions. Results of this investigation are presented and show mean thrust reductions in the region of VRS for each model configuration. In comparison with the dual-rotor configuration, the isolated-rotor and single-rotor with image plane configurations produced thrust results similar in trend but different in magnitude.

Description: Topics discussed include: UEET Overview; Technology Benefits; Emissions Overview; P&W Low Emissions Combustor Development; GE Low Emissions Combustor Development; Rolls-Royce Low Emissions Combustor Development; Honeywell Low Emissions Combustor Development; NASA Multipoint LDI Development; Stanford Activities In Concepts for Advanced Gas Turbine Combustors; Large Eddy Simulation (LES) of Gas Turbine Combustion; NASA National Combustion Code Simulations; Materials Overview; Thermal Barrier Coatings for Airfoil Applications; Disk Alloy Development; Turbine Blade Alloy; Ceramic Matrix Composite (CMC) Materials Development; Ceramic Matrix Composite (CMC) Materials Characterization; Environmental Barrier Coatings (EBC) for Ceramic Matrix Composite (CMC) Materials; Ceramic Matrix Composite Vane Rig Testing and Design; Ultra-High Temperature Ceramic (UHTC) Development; Lightweight Structures; NPARC Alliance; Technology Transfer and Commercialization; and Turbomachinery Overview; etc.

Description: Aeroassisted planetary entry uses atmospheric drag to decelerate spacecraft from super-orbital to orbital or suborbital velocities. Numerical simulation of flow fields surrounding these spacecraft during hypersonic atmospheric entry is required to define aerothermal loads. The severe compression in the shock layer in front of the vehicle and subsequent, rapid expansion into the wake are characterized by high temperature, thermo-chemical nonequilibrium processes. Implicit algorithms required for efficient, stable computation of the governing equations involving disparate time scales of convection, diffusion, chemical reactions, and thermal relaxation are discussed. Robust point-implicit strategies are utilized in the initialization phase; less robust but more efficient line-implicit strategies are applied in the endgame. Applications to ballutes (balloon-like decelerators) in the atmospheres of Venus, Mars, Titan, Saturn, and Neptune and a Mars Sample Return Orbiter (MSRO) are featured. Examples are discussed where time-accurate simulation is required to achieve a steady-state solution.

Description: The nonlinear indicial response method is used to model the unsteady aerodynamic coefficients in the low speed longitudinal oscillatory wind tunnel test data of the 0.1 scale model of the F-16XL aircraft. Exponential functions are used to approximate the deficiency function in the indicial response. Using one set of oscillatory wind tunnel data and parameter identification method, the unknown parameters in the exponential functions are estimated. The genetic algorithm is used as a least square minimizing algorithm. The assumed model structures and parameter estimates are validated by comparing the predictions with other sets of available oscillatory wind tunnel test data.

Description: The upwind factorizable schemes for the equations of fluid were introduced recently. They facilitate achieving the Textbook Multigrid Efficiency (TME) and are expected also to result in the solvers of unparalleled robustness. The approach itself is very general. Therefore, it may well become a general framework for the large-scale, Computational Fluid Dynamics. In this paper we outline the triangular grid formulation of the factorizable schemes. The derivation is based on the fact that the factorizable schemes can be expressed entirely using vector notation. without explicitly mentioning a particular coordinate frame. We, describe the resulting discrete scheme in detail and present some computational results verifying the basic properties of the scheme/solver.

Description: Computational and experimental hypersonic aerodynamic forces and moments and aeroheating levels for Kistler Aerospace Corporation's baseline orbiter vehicle at incidence are presented. Experimental data were measured in ground-based facilities at the Langley Research Center and predictions were performed using the Langley Aerothermodynamic Upwind Relaxation Algorithm code. The test parameters were incidence (-4 to 24 degrees), freestream Mach number (6 to 10),freestream ratio o specific heats (1.2 to 1.4), and freestream Reynolds number (0.5 to 8.0 million per foot). The effects of these parameters on aerodynamic characteristics, as well as the effects of Reynolds number on measured heating levels are discussed. Good agreement between computational and experimental aerodynamic and aeroheating values were observed over the wide range of test parameters examined. Reynolds number and ratio of specific heats were observed to significantly alter the trim L/D value. At Mach 6, laminar flow was observed along the entire windward centerline tip to the flare for all angles and Reynolds numbers tested. Flow over the flare transitioned from laminar to transitional/turbulent between 4 and 8 million per foot at 8 and 12 degrees angle of attack, and near 4 million per foot at 16 degrees angle of attack.