The solar gravitational figure: J2 and J4

The theory of the solar gravitational figure is derived including the effects of differential rotation. It is shown that J sub 4 is smaller than J sub 2 by a factor of about 10 rather than being of order J sub 2 squared as would be expected for rigid rotation. The dependence of both J sub 2 and J sub 4 on envelope mass is given. High order p-mode oscillation frequencies provide a constraint on solar structure which limits the range in envelope mass to the range 0.01 M sub E/solar mass 0.04. For an assumed rotation law in which the surface pattern of differential rotation extends uniformly throughout the convective envelope, this structural constraint limits the ranges of J sub 2 and J sub 4 in units of 10 to the -8th power to 10 J sub 2 15 and 0.6 -J sub 4 1.5. Deviations from these ranges would imply that the rotation law is not constant with depth and would provide a measure of this rotation law

A highly efficient engineering tool for three-dimensional scramjet flowfield and heat transfer computations

The SIMPLE-based parabolic flow code, SHIP3D, was under development for use as a parametric design and analysis tool for scramjets. Some capabilities and applications of the code are demonstrated, and a report on its current status is given. The focus is on the combustor for which the code was mostly used. Recently, it was also applied to nozzle flows. Code validation results are presented for combustor unit problems involving film cooling, transverse fuel injection, and nozzle test. A parametric study of a film cooled or transpiration cooled Mach 16 combustor is also conducted to illustrate the application of the code to a design problem

Spatial retarding field energy analyzer measurements downstream of a helicon double layer plasma

Spatial ion energy measurements using a retarding field energy analyzer are performed in the exhaust of a 0.30mTorr, 250W helicon double layerplasma to investigate the divergence of the argon ion beam formed by acceleration in the double layer. Various divergence angles are computed by considering the radial distribution of beam density; the average beam ion diverging by 9°. The efficiency at which momentum is imparted parallel to the longitudinal axis of the thruster is calculated to be 98%. The results show that a few centimeters downstream of the source, the beam ions do not follow the magnetic field lines

Particle in cell simulation of a radiofrequency plasma jet expanding in vacuum

The effect of a pressure gradient (∼133 Pa–0.133 Pa) on electron and ion energy distributions in a radiofrequency (rf at 13.56 MHz) argon plasma jet is studied using a 1D-3v Particle In Cell (PIC) simulation. The PIC domain is three times that of the 0.018 m long plasma cavity and the total simulation time is 1 ms. Ion heating and acceleration up to a drift velocity about 2000 m s⁻¹ are measured along the jet's main expansion axis. Elastic and charge exchange ion-neutral collisions histograms computed at equilibrium during 0.74 ms show that charge exchange collisions act as the main neutral heating mechanism.This research was funded by the Australian Research Council Discovery Projects DP 1096653 and DP140100571

Preliminary Results of Altitude-Wind-Tunnel Investigation of X24C-4B Turbojet Engine. I - Pressure and Temperature Distributions

Pressures and temperatures throughout the X24C-4B turbojet engine are presented in both tabular and graphical forms to show the effect of altitude, flight Mach number, and engine speed on the internal operation of the engine. These data were obtained in the NACA Cleveland altitude wind tunnel at simulated altitudes from 5000 to 45,000 feet, simulated flight Mach numbers from 0.25 to 1.08, and engine speeds from 4000 to 12,500 rpm. Location and detail drawings of the instrumentation installed at seven survey stations in the engine are shown. Application of generalization factors to pressures and temperatures at each measuring station for the range of altitudes investigated showed that the data did not generalize above an altitude of 25,000 feet. Total-pressure distribution at the compressor outlet varied only with change in engine speed. At altitudes above 35,000 feet and engine speeds above 11,000 rpm, the peak temperature at the turbine-outlet annulus moved inward toward the root of the blade, which is undesirable from blade-stress considerations. The temperature levels at the turbine outlet and the exhaust-nozzle outlet were lowered as the Mach number was increased. The static-pressure measurements obtained at each stator stage of the compressor showed a pressure drop through the inlet guide vanes and the first-stage rotor at high engine speeds. The average values measured by the manufacturer's instrumentation werein close agreement with the average values obtained with NACA instrumentation