Effect of LN2 injection station location on the drive fan power and LN2 requirements of a cryogenic wind tunnel

A theoretical analysis comparing the fan power and coolant (LN2) flow rates resulting from injection of the LN2 either upstream or downstream of the drive fan of a closed circuit transonic cryogenic tunnel is presented. The analysis is restricted to steady state tunnel operation and to the condition that the tunnel walls are adiabatic. The stagnation pressure and temperature range of the tunnel is from 1.0 to 8.8 atm and from 300 K to liquefaction temperature, respectively. Calculations are made using real gas properties of nitrogen. Results show that the fan power and LN2 flow rates are lower if the LN2 is injected upstream of the fan. The lower fan inlet temperature resulting from injecting upstream of the fan has a greater influence on the power than does the additional mass flow going through the fan

A theoretical analysis of simulated transonic boundary layers in cryogenic-nitrogen wind tunnels

A theoretical analysis was made to determine the real gas effects on simulation of transonic boundary layers in wind tunnels with cryogenic nitrogen as the test gas. The analysis included laminar and turbulent flat plate boundary layers and turbulent boundary layers on a two dimensional airfoil. The results indicate that boundary layers in such wind tunnels should not be substantially different from ideal gas boundary layers at standard conditions. At a pressure of 9.0 atm, two separate effects produce deviations of real gas values from ideal gas values which are in the opposite direction from deviations at 1.0 atm and are of the same insignificant order of magnitude. Results also show that nonadiabatic boundary layers should be adequately simulated if the enthalpy ratio is the correlating parameter rather than the temperature ratio

Conditioned place preference reveals ongoing pain in calves 3 weeks after disbudding.

Hot-iron disbudding, a routine procedure that prevents horn bud growth through cauterization, is painful for calves. The resulting burns remain sensitive to touch for weeks, but it is unknown whether calves experience ongoing, non-evoked pain. We evaluated conditioned place preference for analgesia in 44 calves disbudded or sham-disbudded 6 hours (Day 0) or 20 days (Day 20) before testing (n = 11/treatment). Calves were conditioned to associate the effects of a lidocaine cornual nerve block with the location and pattern of a visual stimulus, and a control injection of saline with the contrasting stimulus. On Day 0, disbudded calves tended to prefer the lidocaine-paired stimulus over the saline-paired one, suggesting that they found analgesia rewarding. On Day 20, sham calves avoided the lidocaine-paired stimulus, consistent with humans' experience of this drug being painful. Disbudded calves on Day 20 did not show this aversion, suggesting that they traded off the short-term pain of the lidocaine with the longer-term analgesia provided. Day 0 sham calves did not avoid the lidocaine-paired stimulus, likely because they received less than half the dose of Day 20 calves during conditioning. Thus, higher doses of lidocaine are aversive to uninjured animals, but disbudded calves are willing to engage in this cost. We conclude that calves experience ongoing pain 3 weeks after disbudding, raising additional welfare concerns about this procedure

Specific cooling capacity of liquid nitrogen

The assumed cooling process and the method used to calculate the specific cooling capacity of liquid nitrogen are described, and the simple equation fitted to the calculated specific cooling capacity data, together with the graphical form calculated values of the specific cooling capacity of nitrogen for stagnation temperatures from saturation to 350 K and stagnation pressures from 1 to 10 atmospheres, are given

Prandtl-Meyer flow tables for parahydrogen at total temperatures from 30K to 290K and for nitrogen at total temperatures from 100K to 300K at total pressures from 1 ATM to 10 ATM

The dependency of Mach number on the Prandtl-Meyer function was numerically determined by iterating the Prandtl-Meyer function and applying the Muller method to converge on the Mach number for flows in cryogenic parahydrogen and nitrogen at various total pressures and total temperatures. The results are compared with the ideal diatomic gas values and are presented in tabular form

Tables of isentropic expansions of parahydrogen and related transport properties for total temperatures from 25 K to 300 K and for total pressures from 1 ATM to 10 ATM

The isentropic expansions of parahydrogen at various total pressures and total temperatures were numerically determined by iterating Mach number and by using a modified interval halving method. The calculated isentropic values and related properties are presented in tabulated form

Power calculations for isentropic compressions of cryogenic nitrogen

A theoretical analysis was made of the power required for isentropic compressions of cryogenic nitrogen in order to determine the extent to which the drive power for cryogenic tunnels might be affected by real-gas effects. The analysis covers temperatures from 80 to 310 K, pressures from 1.0 to 8.8 atm, and fan pressure ratios from 1.025 to 1.200. The power required to compress cryogenic nitrogen was found to be as much as 9.5 percent lower than that required to compress an ideal diatomic gas. Simple corrections to the ideal-gas values were found to give accurate estimates of the real-gas power values

Application of Advanced Technologies to Small, Short-haul Air Transports

A study was conducted of the application of advanced technologies to small, short-haul transport aircraft. A three abreast, 30 passenger design for flights of approximately 100 nautical miles was evaluated. Higher wing loading, active flight control, and a gust alleviation system results in improved ride quality. Substantial savings in fuel and direct operating cost are forecast. An aircraft of this configuration also has significant benefits in forms of reliability and operability which should enable it to sell a total of 450 units through 1990, of which 80% are for airline use

Simulation of ideal-gas flow by nitrogen and other selected gases at cryogenic temperatures

The real gas behavior of nitrogen, the gas normally used in transonic cryogenic tunnels, is reported for the following flow processes: isentropic expansion, normal shocks, boundary layers, and interactions between shock waves and boundary layers. The only difference in predicted pressure ratio between nitrogen and an ideal gas which may limit the minimum operating temperature of transonic cryogenic wind tunnels occur at total pressures approaching 9 atm and total temperatures 10 K below the corresponding saturation temperature. These pressure differences approach 1 percent for both isentropic expansions and normal shocks. Alternative cryogenic test gases were also analyzed. Differences between air and an ideal diatomic gas are similar in magnitude to those for nitrogen and should present no difficulty. However, differences for helium and hydrogen are over an order of magnitude greater than those for nitrogen or air. It is concluded that helium and cryogenic hydrogen would not approximate the compressible flow of an ideal diatomic gas

Effect of Reynolds Number and Mach Number on flow angularity probe sensitivity

Preliminary calibrations were performed on nine flow angularity probes in the Langley 7- by 10-Foot High-Speed Tunnel (7 x 10 HST) and the Langley 0.3-Meter Transonic Cryogenic Tunnel (0.3-m TCT). These probes will be used in surveying the test section flows of the National Transonic Facility (NTF). The probes used in this study have a pyramid head with five pressure orifices. The calibrations consisted of both isolated probe measurements and rake-mounted multiprobe measurements that covered a range of subsonic Mach numbers up to 0.90 and Reynolds numbers per foot up to 40 X 10 to the 6th power. The preliminary calibration in the 7 x 10 HST included testing the probes both individually and in a rake. The 0.3-m TCT calibration tested two probes singly at varying Reynolds numbers. The results from these tests include Mach number, Reynolds number, and rake-mounting effects. The results of these tests showed probe sensitivity to be slightly affected by Mach number. At Reynolds numbers per foot above 10 x 10 to the 6th power, the probe did not exhibit a Reynolds number sensitivity