Feasibility of water injection into the turbine coolant to permit gas turbine contingency power for helicopter application

A system which would allow a substantially increased output from a turboshaft engine for brief periods in emergency situations with little or no loss of turbine stress rupture life is proposed and studied analytically. The increased engine output is obtained by overtemperaturing the turbine; however, the temperature of the compressor bleed air used for hot section cooling is lowered by injecting and evaporating water. This decrease in cooling air temperature can offset the effect of increased gas temperature and increased shaft speed and thus keep turbine blade stress rupture life constant. The analysis utilized the NASA-Navy-Engine-Program or NNEP computer code to model the turboshaft engine in both design and off-design modes. This report is concerned with the effect of the proposed method of power augmentation on the engine cycle and turbine components. A simple cycle turboshaft engine with a 16:1 pressure ratio and a 1533 K (2760 R) turbine inlet temperature operating at sea level static conditions was studied to determine the possible power increase and the effect on turbine stress rupture life that could be expected using the proposed emergency cooling scheme. The analysis showed a 54 percent increse in output power can be achieved with no loss in gas generator turbine stress rupture life. A 231 K (415 F) rise in turbine inlet temperature is required for this level of augmentation. The required water flow rate was found to be .0109 kg water per kg of engine air flow

Heat transfer and pressure drop performance of a finned-tube heat exchanger proposed for use in the NASA Lewis Altitude Wind Tunnel

A segment of the heat exchanger proposed for use in the NASA Lewis Altitude Wind Tunnel (AWT) facility has been tested under dry and icing conditions. The heat exchanger has the largest pressure drop of any component in the AWT loop. It is therefore critical that its performance be known at all conditions before the final design of the AWT is complete. The heat exchanger segment is tested in the NASA Lewis Icing Research Tunnel (IRT) in order to provide an icing cloud environment similar to what will be encountered in the AWT. Dry heat transfer and pressure drop data are obtained and compared to correlations available in the literature. The effects of icing sprays on heat transfer and pressure drop are also investigated

Modelling and experimental verification of a water alleviation system for the NASP

One possible low speed propulsion system for the National Aerospace Plane is a liquid air cycle engine (LACE). The LACE system uses the heat sink in the liquid hydrogen propellant to liquefy air in a heat exchanger which is then pumped up to high pressure and used as the oxidizer in a hydrogen liquid air rocket. The inlet airstream must be dehumidified or moisture could freeze on the cryogenic heat exchangers and block them. The main objective of this research has been to develop a computer simulation of the cold tube/antifreeze-spray water alleviation system and to verify the model with experimental data. An experimental facility has been built and humid air tests were conducted on a generic heat exchanger to obtain condensing data for code development. The paper describes the experimental setup, outlines the method of calculation used in the code, and presents comparisons of the calculations and measurements. Cause of discrepancies between the model and data are explained

Surface heat transfer coefficients of pin-finned cylinders

An experimental investigation was conducted to measure heat-transfer coefficients for a 15.24-centimeter-diameter cylinder with pin fins on its surface. Pin diameters of 0.3175 and 0.6350 centimeter with staggered pin spacings of 3 and 4 pin diameters and pin lengths of 5, 7, and 9 pin diameters were tested. Flow was normal to the axis of the cylinder, and local heat-transfer coefficients were measured as a function of angle around the circumference of the cylinder. The average heat-transfer coefficient was also computed. Reynolds number based on pin diameter ranged from 3600 to 27,750. The smallest diameter, closest spacing, and largest pin-length-to-diameter ratio gave the highest average effective heat-transfer coefficients

Design of experiments for measuring heat-transfer coefficients with a lumped-parameter calorimeter

A theoretical investigation was conducted to determine optimum experimental conditions for using a lumped-parameter calorimeter to measure heat-transfer coefficients and heating rates. A mathematical model of the transient temperature response of the calorimeter was used with the measured temperature response to predict the heat-transfer coefficient and the rate of heating. A sensitivity analysis was used to determine the optimum transient experiment for simultaneously measuring the heat addition during heating and the convective heat-transfer coefficient during heating and cooling of a lumped-parameter calorimeter. Optimum experiments were also designed for measuring the convective heat-transfer coefficient during both heating and cooling and cooling only

Length to diameter ratio and row number effects in short pin fin heat transfer

The relative effects of pin length to diameter ratio and of pin row geometry on the heat transfer from pin fins, was determined. Array averaged heat transfer coefficients on pin and endwall surfaces were measured for two configurations of staggered arrays of short pin fins (length to diameter ratio of 4). One configuration contained eight streamwise rows of pins, while the other contained only four rows. Results showed that both the 8-row and the 4-row configurations for an L sub p/D of 4, exhibit higher heat transfer than in similar tests on shorter pin fns (L sub p/D of 1/2 and 2). It was also found that for this L sub p/D ratio, the array averaged heat transfer was slightly higher with eight rows of staggered pins than with only four rows

External fins and ejector action for reducing the infrared emission of engine exhaust ducting

An analytical investigation was conducted to determine the feasibility of using external fins and ejector action on the exhaust ducting of a helicopter to reduce the infrared emission of the aircraft. Temperatures were calculated for both circular disk fins and pin fins. Results show that combining ejector action with fins can lower the metal temperature to acceptable levels at least for high flight speeds

Increased heat transfer to elliptical leading edges due to spanwise variations in the freestream momentum: Numerical and experimental results

A study of the effect of spanwise variation in momentum on leading edge heat transfer is discussed. Numerical and experimental results are presented for both a circular leading edge and a 3:1 elliptical leading edge. Reynolds numbers in the range of 10,000 to 240,000 based on leading edge diameter are investigated. The surface of the body is held at a constant uniform temperature. Numerical and experimental results with and without spanwise variations are presented. Direct comparison of the two-dimensional results, that is, with no spanwise variations, to the analytical results of Frossling is very good. The numerical calculation, which uses the PARC3D code, solves the three-dimensional Navier-Stokes equations, assuming steady laminar flow on the leading edge region. Experimentally, increases in the spanwise-averaged heat transfer coefficient as high as 50 percent above the two-dimensional value were observed. Numerically, the heat transfer coefficient was seen to increase by as much as 25 percent. In general, under the same flow conditions, the circular leading edge produced a higher heat transfer rate than the elliptical leading edge. As a percentage of the respective two-dimensional values, the circular and elliptical leading edges showed similar sensitivity to span wise variations in momentum. By equating the root mean square of the amplitude of the spanwise variation in momentum to the turbulence intensity, a qualitative comparison between the present work and turbulent results was possible. It is shown that increases in leading edge heat transfer due to spanwise variations in freestream momentum are comparable to those due to freestream turbulence

Increased heat transfer to a cylindrical leading edge due to spanwise variations in the freestream velocity

The present study numerically demonstrates how small spanwise variations in velocity upstream of a body can cause relatively large increases in the spanwise-averaged heat transfer to the leading edge. Vorticity introduced by spanwise variations, first decays as it drifts downstream, then amplifies in the stagnation region as a result of vortex stretching. This amplification can cause a periodic array of 3 D structures, similar to horseshoe vortices, to form. The numerical results indicate that, for the given wavelength, there is an amplitude threshold below which a structure does not form. A one-dimensional analysis, to predict the decay of vorticity in the absence of the body, in conjunction with the full numerical results indicated that the threshold is more accurately stated as minimum level of vorticity required in the leading edge region for a structure to form. It is possible, using the one-dimensional analysis, to compute an optimum wavelength in terms of the maximum vorticity reaching the leading edge region for given amplitude. A discussion is presented which relates experimentally observed trends to the trends of the present phenomena

Effect of location in an array on heat transfer to a cylinder in crossflow

An experiment was conducted to measure the heat transfer from a heated cylinder in crossflow in an array of circular cylinders. All cylinders had a length-to-diameter ratio of 3.0. Both in-line and staggered array patterns were studied. The cylinders were spaced 2.67 diameters apart center-to-center in both the axial and transverse directions to the flow. The row containing the heated cylinder remained in a fixed position in the channel and the relative location of this row within the array was changed by adding up to five upstream rows. The working fluid was nitrogen gas at pressures from 100 to 600 kPa. The Reynolds number ranged based on cylinder diameter and average unobstructed channel velocity was from 5,000 to 125,000. Turbulence intensity: profiles were measured for each case at a point one half space upstream of the row containing the heated cylinder. The basis of comparison for all the heat transfer data was the single row with the heated cylinder. For the in-line cases the addition of a single row of cylinders upstream of the row containing the heated cylinder increased the heat transfer by an average of 50 percent above the base case. Adding up to five more rows caused no increase or decrease in heat transfer. Adding rows in the staggered array cases resulted in average increases in heat transfer of 21, 64, 58, 46, and 46 percent for one to five upstream rows, respectively