Relevant bibliographies by topics / Pitot-Static System

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  1. Journal articles
  2. Dissertations / Theses
  3. Book chapters
  4. Conference papers
  5. Reports

Academic literature on the topic 'Pitot-Static System'

Author: Grafiati
Published: 4 June 2021
Last updated: 1 February 2022

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Journal articles on the topic "Pitot-Static System"

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Kilic, Ugur, and Gulay Unal. "Aircraft air data system fault detection and reconstruction scheme design." Aircraft Engineering and Aerospace Technology 93, no. 6 (July 14, 2021): 1104–14. http://dx.doi.org/10.1108/aeat-01-2021-0018.

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Purpose The purpose of this study is to detect and reconstruct a fault in pitot probe and static ports, which are components of the air data system in commercial aircrafts, without false alarm and no need for pitot-static measurements. In this way, flight crew will be prevented from flying according to incorrect data and aircraft accidents that may occur will be prevented. Design/methodology/approach Real flight data collected from a local airline was used to design the relevant system. Correlation analysis was performed to select the data related to the airspeed and altitude. Fault detection and reconstruction were carried out by using adaptive neural fuzzy inference system and artificial neural networks, which are machine learning methods. MATLAB software was used for all the calculations. Findings No false alarm was detected when the fault test following the fault modeling was carried out at 0–2 s range by filtering the residual signal. When the fault was detected, fault reconstruction process was initiated so that system output could be achieved according to estimated sensor data. Practical implications The presented alternative analytical redundant airspeed and altitude calculation scheme could be used when the pitot-static system contains any fault condition. Originality/value Instead of using the methods based on hardware redundancy, the authors designed a new system within the scope of this study. Fault situations that may occur in pitot probes and static ports are modeled and different fault scenarios that can be encountered in all flight phases have been examined.
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Replogle, John, and Brian Wahlin. "Pitot-Static Tube System to Measure Discharges from Wells." Journal of Hydraulic Engineering 126, no. 5 (May 2000): 335–46. http://dx.doi.org/10.1061/(asce)0733-9429(2000)126:5(335).

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Lv, Xianglian, Jie Guan, Shengkun Wang, Haiyang Zhang, Shijie Xue, Qi Tang, and Yang He. "Pitot Tube-Based Icing Detection: Effect of Ice Blocking on Pressure." International Journal of Aerospace Engineering 2020 (August 13, 2020): 1–8. http://dx.doi.org/10.1155/2020/1902053.

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This study aims at addressing a problem on icing detection for Unmanned Aerial Vehicle (UAV for short) because traditional icing detection methods are costly and bulky. Toward this end, a pitot-based icing detection method is proposed, and the effect of different types of icing blocking on pressure is firstly reported. An icing detection system based on the pitot tube is designed and fabricated. Icing wind tunnel results indicate that if the pitot tube is blocked by glaze ice, then the total pressure of the pitot tube decreases gradually and remains unchanged and less than static pressure. However, if the pitot tube is blocked by rime ice, then the total pressure drops to the same level as the static pressure. If the pitot tube is blocked by non-ice organic materials, then the total pressure suddenly drops to the same level as the static pressure and remains unchanged. Furthermore, if the pitot tube contacts the water droplets but does not freeze, the total pressure output value fluctuates slightly. The effect of icing on pressure is caused by differences in ice microstructure, temperature, and flow velocity. At the same time, the proposed method offers a facile and low-cost approach for UAV icing detection.
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Turkmen, Ilke. "An alternative neural airspeed computation method for aircrafts." Aircraft Engineering and Aerospace Technology 90, no. 2 (March 5, 2018): 368–78. http://dx.doi.org/10.1108/aeat-10-2015-0228.

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Purpose This paper aims to present an alternative airspeed computation method based on artificial neural networks (ANN) without requiring pitot-static system measurements. Design/methodology/approach The data set used to train proposed neural model is obtained from the Digital Flight Data Acquisition Unit records of a Boeing 737 type commercial aircraft for real flight routes. The proposed method uses the flight parameters as inputs of the ANN. The Levenberg–Marquardt training algorithm was used to train the neural model. Findings The predicted airspeed values obtained with ANN are in good agreement with the measured airspeed values. The proposed neural model can be used as an alternative airspeed computation method. Practical implications The proposed alternative airspeed computation method can be used when the air data computer or pitot-static system has failed. Originality/value The proposed method uses flight parameters as inputs for the ANN. As such, airspeed is calculated using flight parameters instead of the pitot-static system measurements.
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Rautenberg, Alexander, Martin Graf, Norman Wildmann, Andreas Platis, and Jens Bange. "Reviewing Wind Measurement Approaches for Fixed-Wing Unmanned Aircraft." Atmosphere 9, no. 11 (October 28, 2018): 422. http://dx.doi.org/10.3390/atmos9110422.

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One of the biggest challenges in probing the atmospheric boundary layer with small unmanned aerial vehicles is the turbulent 3D wind vector measurement. Several approaches have been developed to estimate the wind vector without using multi-hole flow probes. This study compares commonly used wind speed and direction estimation algorithms with the direct 3D wind vector measurement using multi-hole probes. This was done using the data of a fully equipped system and by applying several algorithms to the same data set. To cover as many aspects as possible, a wide range of meteorological conditions and common flight patterns were considered in this comparison. The results from the five-hole probe measurements were compared to the pitot tube algorithm, which only requires a pitot-static tube and a standard inertial navigation system measuring aircraft attitude (Euler angles), while the position is measured with global navigation satellite systems. Even less complex is the so-called no-flow-sensor algorithm, which only requires a global navigation satellite system to estimate wind speed and wind direction. These algorithms require temporal averaging. Two averaging periods were applied in order to see the influence and show the limitations of each algorithm. For a window of 4 min, both simplifications work well, especially with the pitot-static tube measurement. When reducing the averaging period to 1 min and thereby increasing the temporal resolution, it becomes evident that only circular flight patterns with full racetracks inside the averaging window are applicable for the no-flow-sensor algorithm and that the additional flow information from the pitot-static tube improves precision significantly.
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Zotin, N. A., and E. P. Lisman. "Designing of control and expulsion equipment for the pitot-static system of passenger airplanes." VESTNIK of Samara University. Aerospace and Mechanical Engineering 20, no. 2 (July 9, 2021): 36–44. http://dx.doi.org/10.18287/2541-7533-2021-20-2-36-44.

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The article discusses the issue of automating the serial process of bleeding and control of the pitot- static system of passenger airplanes. A functional diagram and basic design of some parts of the combined equipment are proposed. This equipment makes it possible to alternate the above-mentioned operations with great effectiveness. At the system control stage, the pressure or vacuum in it is created by a pressure-vacuum pneumatic unit. This pneumatic unit consists of a compressor and a set of electromagnetic valves that allow the compressor to be connected to the pumping or scavenging line. The value of the generated pressure is regulated by the flow rate in the pressure/scavenging channel and in the venting channel. Simulation of changes in ambient temperature is achieved due to blowing heated or cooled air over the temperature sensors of the aircraft. Pressure or vacuum in the controlled system is created in turn, in each of its lines. At the expulsion stage, a compressed-nitrogen cylinder acts as the pressure source. The pressurized gas passes through the pitot and is released into the atmosphere, cleaning out the contaminations. No manual operations are required for installing and removing connection hoses after connecting the proposed combined equipment to the pitot-static system. Remote-controlled electromagnetic valves connect the channels of the controlled system to the pressure-vacuum pneumatic unit and the source of compressed nitrogen. This reduces the duration of successive operations for the systems maintenance.
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Gratton, G. B. "Use of Global Positioning System velocity outputs for determining airspeed measurement error." Aeronautical Journal 111, no. 1120 (June 2007): 381–88. http://dx.doi.org/10.1017/s0001924000004632.

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Abstract Several methods have been derived since the advent of GPS (Global Positioning System) receivers in aircraft cockpits by which these receivers may be used to calibrate these aircraft’s other instrumentation; in particular the pitot-static system. This paper presents the four most suitable methods, two of which have been developed by the author. These methods are shown with a common symbology, and their strengths, weaknesses, analysis and operational use are compared.
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Park, Sanghyuk. "Wind and Airspeed Error Estimation with GPS and Pitot-static System for Small UAV." International Journal of Aeronautical and Space Sciences 18, no. 2 (June 30, 2017): 344–51. http://dx.doi.org/10.5139/ijass.2017.18.2.344.

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Kadhim, Wael, Dhirgham Alkhafagiy, and Andrew Shires. "Simulation of the flow inside an annular can combustor." International Journal of Engineering & Technology 3, no. 3 (August 9, 2014): 357. http://dx.doi.org/10.14419/ijet.v3i3.2499.

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In the gas turbine combustion system, the external flows in annuli play one of the key roles in controlling pressure loss, air flow distribution around the combustor liner, and the attendant effects on performance, durability, and stability. This paper describes a computational fluid dynamics (CFD) simulation of the flow in the outer annulus of a can combustor. Validating this simulation was done with experimental results obtained from analyzing the flow inside a can combustor annulus that was used in a Babylon/Iraq gas turbine power station. Pitot static tubes were used to measure the velocity in ten stations in the annular region. By using the velocity profile for comparison, a good agreement between the CFD simulation and experimental work was observed. Nomenclature: R: radius of combustor (mm) r: local radius (mm) Pt: total pressure (Pascal) Ps: static pressure (Pascal) DG: damp gap (mm) X/Dc: axial distance is normalized with the diameter of the casing as the origin. A, B and L: station of measurement and investigated locations. u: local axial velocity U: mass average axial velocity at inlet Keywords: Annulus Flow, Can Combustor, CFD Simulation, Pitot Static Tube, Velocity Profile.
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Laitón, Sergio Nicolas Pachón, João Felipe de Araujo Martos, Israel da Silveira Rego, George Santos Marinho, and Paulo Gilberto de Paula Toro. "Experimental Study of Single Expansion Ramp Nozzle Performance Using Pitot Pressure and Static Pressure Measurements." International Journal of Aerospace Engineering 2019 (February 27, 2019): 1–11. http://dx.doi.org/10.1155/2019/7478129.

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In order to overcome the drag at hypersonic speed, hypersonic flight vehicles require a high level of integration between the airframe and the propulsion system. Propulsion system based on scramjet engine needs a close interaction between its aerodynamics and stability. Hypersonic vehicle nozzles which are responsible for generating most of the thrust generally are fused with the vehicle afterbody influencing the thrust efficiency and vehicle stability. Single expansion ramp nozzles (SERN) produce enough thrust necessary to hypersonic flight and are the subject of analysis of this work. Flow expansion within a nozzle is naturally 3D phenomena; however, the use of side walls controls the expansion approximating it to a 2D flow confined. An experimental study of nozzle performance traditionally uses the stagnation conditions and the area ratio of the diverging section of the tunnel for approaching the combustor exit conditions. In this work, a complete hypersonic vehicle based on scramjet propulsion is installed in the test section of a hypersonic shock tunnel. Therefore, the SERN inlet conditions are the real conditions from the combustor exit. The performance of a SERN is evaluated experimentally under real conditions obtained from the combustor exit. To quantify the SERN performance parameters such as thrust, axial thrust coefficient Cfx and lift L are investigated and evaluated. The generated thrust was determined from both static and pitot pressure measurements considering the installation of side walls to approximate 2D flow. Measurements obtained by a rake show that the flow at the nozzle exit is not symmetric. Pitot and pressure measurements inside the combustion chamber show nonuniform flow condition as expected due to side wall compression and boundary layer. The total axial thrust for the nozzle obtained with the side wall is slightly higher than without it. Static pressure measurements at the centerline of the nozzle show that the residence time of the flow in the expansion section is short enough and the flow of the central region of the nozzle is not altered by the lateral expansion when nozzle configuration does not include side walls.
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Dissertations / Theses on the topic "Pitot-Static System"

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Ozer, Huseyin Erman. "Air Data System Calibration For Military Transport Aircraft Modernization Program." Master's thesis, METU, 2013. http://etd.lib.metu.edu.tr/upload/12615690/index.pdf.

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This thesis presents the calibration processes of the pitot-static system, which is a part of the air data system of a military transport aircraft through flight tests. Tower fly-by method is used for air data system calibration. Altitude error caused by the position of the static port on the aircraft is determined by analyzing the data collected during four sorties with different weight, flap and landing gear configurations. The same data has been used to determine the airspeed measurement error. It has been shown that both the altitude and airspeed errors are within the allowable limits specified by FAR 25. Same method is also used for trailing cone calibration that is used for high altitude test flights for RVSM certification.
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Book chapters on the topic "Pitot-Static System"

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Gratton, Guy. "The Pitot-Static System." In Initial Airworthiness, 33–67. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-11409-5_3.

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Gratton, Guy. "The Pitot-Static System." In Initial Airworthiness, 45–82. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-75617-2_3.

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Conference papers on the topic "Pitot-Static System"

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Ahmed Abdelrahman, A. A., S. Elessaid Suliman, A. B. Ahmed Awad, Y. E. Elkhidir Tay Alla, and A. A. Akram Mohammed. "Development of a computer based aircraft pitot-static instruments test system." In 2015 International Conference on Computing, Control, Networking, Electronics and Embedded Systems Engineering (ICCNEEE). IEEE, 2015. http://dx.doi.org/10.1109/iccneee.2015.7381446.

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Ellingson, James, Thomas Shepard, and Yu-Chen Li. "A combined experimental and numerical analysis of UAV Pitot-static system error at low Reynolds number." In 2014 IEEE Metrology for Aerospace (MetroAeroSpace). IEEE, 2014. http://dx.doi.org/10.1109/metroaerospace.2014.6865906.

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Barhaghi, Darioush G., Jacek Janczewski, and Thomas Larsson. "Experimental and Numerical Investigation of a Combustor Model." In ASME 2011 Turbo Expo: Turbine Technical Conference and Exposition. ASMEDC, 2011. http://dx.doi.org/10.1115/gt2011-46331.

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Fluid flow behaviour is studied both experimentally and numerically in a combustor model which is recently designed at Siemens Turbomachinery AB at Finspong. The model consists of a full size combustor sector that is surrounded by two half size combustor sectors. The half size sectors provide the pressure drop equal to a full scale combustor sector to guarantee the correct air mass flow distribution through the system. Measurements are performed at atmospheric condition and therefore the boundary conditions are scaled based on the Mach number. This means that the Mach number in different parts of the combustor under the test condition is equal to the Mach number of the flow at full load condition. Pitot tubes and pressure taps are employed to measure the dynamic and static pressures at different cross sections of the model. From the measured pressure, the velocity is calculated. The pressure distributions along the diffusers are compared and the pressure recovery factor is calculated for different cases. The computations are performed using RANS (SST k-ω model) and LES (Smagorinsky sub-grid scale model) methods. The computed and measured results show similar trends although there are rather large discrepancies between the results.
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Mateer, J. C., A. M. Birk, and D. Poirier. "Computational Comparison of an Air-Air Ejector System Utilizing a Primary S-Bend Transition Duct Employing the Realizable k-ε Turbulence Model." In ASME Turbo Expo 2005: Power for Land, Sea, and Air. ASMEDC, 2005. http://dx.doi.org/10.1115/gt2005-68657.

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A computational study of an air-air ejector system, utilizing a primary S-bend transition duct, was compared with experimental results. Two primary ducts, differing in offset, consisted of an annular-to-circular-to-oblong transition which incorporated a total area increase of 62.4% with the duct performing 16% diffusion. The ducts were analyzed both alone and in ejector configuration under varying degrees of inlet swirl. The ejector geometry consisted of the duct with a downstream mixing tube. Several mixing tubes, of oblong cross sectional shape, differing in both length and area, were tested in various parametric configurations. Ejector performance was established on the basis of pumping capability, duct back pressure, and outlet effective area. Experimental work commenced on a cold flow test rig, with duct inlet conditions being measured with four 3-hole pitot probes. The duct outlet profiles were measured using a 7-hole probe which traversed the entire exit area. Three conditions of inlet swirl were analyzed: 0°, 20° and 40°. Experimental results showed an increase in pumping performance with increased inlet swirl, mixing tube length, area ratio and standoff. An optimum standoff value of 0.25Dh2 was observed. CFD simulations were based on experimental mass flow inlet conditions utilizing the realizable k-ε turbulence model. CFD results showed that the realizable k-ε turbulence model was quite capable of modeling the complex flow for the associated geometry, and correctly predicted flow features as well as performance trends for all geometrical configurations tested. However, the CFD was unable to properly predict the duct inlet static pressure leading to erroneous back pressure results.
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Magee, Allan R., My Ha Dao, Yingying Zheng, Rajeev Kumar Jaiman, and Kian Yew Lim. "Combined Experimental and Numerical Studies of Ocean Basin Inlet Design." In ASME 2016 35th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/omae2016-54732.

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Current generation systems consisting of pumps or impellers are conventionally used in deepwater model test facilities for producing realistic full-depth steady current flows. A typical current inlet design involves the diversion of current into a mixing chamber which is then channeled into the basin through an array of flow-conditioning filters (screens) installed along the width of the basin. The screens are used to reduce turbulence and create an overburden pressure within the mixing chamber to enhance inflow uniformity. However, one undesirable consequence of this setup is that it increases energy loss to the system which leads to a higher operating cost. In order to address this problem, the present work is aimed at establishing an effective and energy-efficient inlet design and screen configuration to improve spatial uniformity of inflow with minimal energy loss to the system. A wind tunnel study is carried out to determine an optimal tapered culvert angle and honeycomb screen configuration to achieve the aforementioned objectives. Uniformly-distributed wind flow of up to 20 m/s is channeled into a Perspex chamber and allowed to escape sideways through plastic honeycomb screens. Pressure drops are measured with an array of transducers at locations upstream and downstream from the honeycomb screen, while streamwise velocity distribution across the width of the chamber is captured with a pitot-static tube mounted on a traversing mechanism. Three cases of flow resistance are investigated, i.e. no screen, thin honeycomb screen (thickness = 12mm), and thick honeycomb screen (thickness = 50mm). For each case, the culvert angle is varied between 7°, 13° and 21°. A CFD model is developed with OpenFoam and compared with the present experimental data. The validated model is expected to be used to investigate more complex inlet configurations and assess the performance of realistic ocean basin geometry.
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Günther, André, Wieland Uffrecht, Stefan Odenbach, and Volker Caspary. "First Results of a New Test Rig for the Research on the Internal Air System of an Industrial Gas Turbine." In ASME Turbo Expo 2012: Turbine Technical Conference and Exposition. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/gt2012-68198.

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Improvement of the internal air system has great impact on the efficiency and power of gas turbines. This paper describes a new two-stage test rig for research on the cooling air supply of industrial gas turbines. The design is modeled on a simplified geometry of the internal cavities of the high pressure turbine with receiver holes simulating the restriction imposed by internal blade cooling flow circuits. The test rig consists of a rotor-stator cavity and a full rotating cavity. The Stage One supply and the Stage Two supply are separated inside the rotorstator cavity. The intended aim of the research is the branched cooling air supply. The rim seal flow, which effect on cavity flows is known to be non-trivial, is outside the scope of this area of interest. This paper concentrates on the flow path supplying the Stage Two. Variations of the axial gap size and the radial location of the connecting holes respectively the outlets of the rotor-stator cavity are described here. The air enters axially without pre-swirl at the outer radius of the stator and leaves the rotor-stator cavity through three rotating, axially directed connecting holes at a radius depending on the investigated case, which causes axial throughflow in Case 1 and radial inflow in Case 2. The experimental results show that the net cavity mass flow, presented in terms of a reduced mass flow parameter, increases with increasing pressure ratio, rotational Reynolds number and gap size. The increase due to a larger gap size depends on the rotation and is less prominent at higher rotational Reynolds numbers. An axial throughflow at the outer radius results in higher values of the reduced mass flow parameter, as compared to the case with radial inflow. The difference between the two cases increases with increasing rotational Reynolds number. Measured static pressure fluctuations inside the rotor-stator cavity due to the rotating nozzles can be raised up to ± 4% of the mean in the case with the small gap and the outlet at outer radius. The Pitot probe measurements show a low swirl ratio, radial outflow near the rotor and radial inflow close to the stator, which is consistent with Batchelor-type flow.
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Krichbaum, Alexander, Holger Werschnik, Manuel Wilhelm, Heinz-Peter Schiffer, and Knut Lehmann. "A Large Scale Turbine Test Rig for the Investigation of High Pressure Turbine Aerodynamics and Heat Transfer With Variable Inflow Conditions." In ASME Turbo Expo 2015: Turbine Technical Conference and Exposition. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/gt2015-43261.

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Focusing on the experimental analysis of the effect of variable inlet flows on aerodynamics, efficiency and heat transfer of a modern high pressure turbine, the Large Scale Turbine Rig (LSTR) at Technische Universität Darmstadt has been extensively redesigned. The LSTR is a full annular, rotating low speed turbine test rig carrying a scaled 1.5-stage (NGV1 - Rotor - NGV2) axial high-pressure turbine geometry designed by Rolls-Royce Deutschland to match engine-realistic Reynolds numbers. To simulate real turbine inflow conditions, the LSTR is equipped with a combustor simulator module including exchangeable swirlers. Other inflow conditions include axial or turbulent inflow as well as altered relative positions of swirl cores and NGVs by traversing. To investigate combustor-turbine interaction, the LSTR offers a large variety of optical and physical access ports as well as high flexibility to the application of measurement techniques. An elaborate secondary air system enables the simulation of various cooling air flows. The turbine section is equipped with film-cooled NGVs, a hub side seal air injection between NGVs and rotor, as well as a hub side RIDN cooling air injection module designed to provide realistic turbine flow conditions. Exchangeable hub side RIDN-plates allow for investigation of different coolant injection geometries. Measurement capabilities include 5-hole-probes, Pitot and total temperature rakes, as well as static pressure taps distributed along NGV radial sections and at the hub side passage endwall. The NGV passage flow can be visualized by means of Particle Image Velocimetry (PIV). Hot Wire Anemometry (HWA) will be used for time-resolved measurements of the turbulence level at several positions. The distributions of heat transfer and film cooling effectiveness are acquired using infrared thermography and CO2-gas tracing.
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Eckerle, Wayne A., Hamdi Sheibani, and Jean Awad. "Experimental Measurement of the Vortex Development Downstream of a Lobed Forced Mixer." In ASME 1990 International Gas Turbine and Aeroengine Congress and Exposition. American Society of Mechanical Engineers, 1990. http://dx.doi.org/10.1115/90-gt-027.

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An experimental study was conducted to investigate the mixing processes downstream of a forced mixer. A forced mixer generates large scale, axial (stirring) vorticity which causes the primary and secondary flow to mix rapidly with low loss. These devices have been successfully used in the past where enhanced mixing of two streams was a requirement. Unfortunately, details of the mixing process associated with these lobed forced mixers are not well understood. Performance sensitivity to design variables has not been documented. An experiment was set up to investigate the mixing processes downstream of a mixer. Air flow was independently supplied to each side of the forced mixer by separate centrifugal blowers. Pressures were measured at the entrance to the lobes with a pitot-static probe to document the characteristics of the approaching boundary layer. Interior mean and fluctuating velocities were nonintrusively measured using a two-component Laser Doppler Velocimetry (LDV) system for velocity ratios of 1:1 and 2:1. The wake structure is shown to display a three step process where initially secondary flow was generated by the mixer lobes, the secondary flow created counter-rotating vortices with a diameter on the order of the convolute width, and then the vortices broke down resulting in a significant increase in turbulent mixing. The results show that the mean secondary motion induced by the lobes effectively circulated the flow passing through the lobes. This motion, however, did not homogeneously mix the two streams. Turbulent mixing in the third step of the mixing process appears to be an important element in the enhanced mixing that has been observed with forced mixers. The length required for the flow to reach this third step is a function of the velocity ratio across the mixer. The results of this investigation indicate that both the mean secondary motion and the turbulent mixing occurring after vortex breakdown need to be considered for prediction of forced mixer performance.
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Pallot, Guillaume, Dai Kato, Hidekazu Kodama, Kazunari Matsuda, Hideo Taniguchi, Hiromasa Kato, and Ken-ichi Funazaki. "The Effect of the Casing Movement Relative to the Blades on the Tip Leakage Loss in Axial Flow Compressors." In ASME 2011 Turbo Expo: Turbine Technical Conference and Exposition. ASMEDC, 2011. http://dx.doi.org/10.1115/gt2011-46182.

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This paper investigates the effect of the casing movement relative to the blades on the tip leakage loss generation mechanisms by using experimental results from a linear cascade test facility, and viscous numerical results. Traverse measurements in the pitch-wise and span-wise directions are made using a five-hole Pitot tube at the inlet and exit planes of a compressor linear cascade comprising seven equally-pitched blades. The blades are two-dimensionally stacked with a cross section representing a typical rear stage rotor of a highly loaded axial-flow compressor. A moving belt, driven by a motor and a pulley system, runs linearly at constant speed under the horizontally suspended cascade to simulate the relative motion of the blade and the casing. Tip clearance can be adjusted by changing the height of the blades. The experimental results, at 2% and 4% tip clearance to blade heights, indicate that the tip leakage loss decreases when the casing is in movement. The Reynolds-averaged Navier-Stokes numerical calculations with Spalart-Almaras turbulence closure model, run with the experimental boundary conditions, agree well with the test data, especially in terms of dependencies of the leakage loss magnitude on the relative movement between the blade and the casing. It is interesting that, contrary to the tendency in the leakage loss to decrease, the computed tip leakage mass flow rate increases with moving endwall. The computations show two distinct regions of high entropy creation rate near the blade tip. The first one is located close to the blade suction surface where the leakage flow leaves the clearance gap. The second one is located further from the suction surface and the entropy creation rate in this region decreases when the casing is in movement. This paper attempts to provide a qualitative analysis of the flow mechanisms involved in the entropy generation in the second regions. Finally Computations of a high loaded rotor show that the second region identified in the static cascade may also be present in the case of rotating cascades.
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Reports on the topic "Pitot-Static System"

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Woodford, Thomas R., and Eric P. Hansen. T-33 (Silver Star MK 3) Pitot-Static System Calibration. Fort Belvoir, VA: Defense Technical Information Center, June 1985. http://dx.doi.org/10.21236/ada157854.

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