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NASA NTRS2019

Envisioning an Analog Work Domain Across Deep-Ocean Exploration and Human-Robot Spaceflight Exploration

What if one existing work domain could be leveraged to inform an instantiation of a second type of work domain? This is the question that informed a three year NASA-funded study, SUBSEA (Systematic Underwater Biogeochemical Science and Exploration Analog), on the use of ocean science and exploration via telepresence as an analog for future human-robot spaceflight. SUBSEA included two field programs performed in 2018 and 2019. Each was comprised of a multidisciplinary team of natural scientists studying deep-sea venting sites in tandem with a team of social scientists conducting work ethnography to understand the existing ocean exploration domain. This paper presents results from the 2018 field program which includes analyses that were required to generate specific “flight-like” conditions for the 2019 field program.

Miller, Matthew J.↗
NASA NTRS2019

The RELAMPAGO Lightning Mapping Array: Preliminary Scientific Results and Application to GLM Calibration and Validation

During November 2018 through April 2019, an 11-station NASA lightning mapping array (LMA) was installed in the Cordoba region of Argentina, in support of GOES-16 Geostationary Lightning Mapper (GLM) calibration and validation, as well as the Remote sensing of Electrification, Lightning, And Mesoscale/microscale Processes with Adaptive Ground Observations (RELAMPAGO) field campaign. This region of Argentina is well known for frequent, intense thunderstorms and severe weather. The LMA was monitored remotely via the Internet throughout its deployment, but due to bandwidth limitations no real-time data were available. Custom GOES-16 imagery provided by NASA SPoRT assisted with monitoring of thunderstorm cases. Occasional site visits were done to obtain data disks, perform routine maintenance, and troubleshoot problems. During the deployment the network captured lightning in a variety of storm modes, including ordinary and severe multicells, supercells, and mesoscale convective systems. Many examples of normal-polarity thunderstorms, as well as a few examples of anomalously charged thunderstorms, were observed. Long (100+ km) horizontally stratified lightning flashes, as well as lightning in overshooting tops, also were frequently observed. Supporting research radar observations were available through January 2019, with operational radar coverage available after that time. Some cases featured supporting ABI meso scanning. This presentation will report on the LMA deployment in context with the RELAMPAGO field campaign, show results from some representative case studies, and will provide initial comparisons to GLM observations.

Lang, Timothy J.↗
NASA NTRS2019

A TROPOMI- and GLM-Based Estimate of NOx Production by Lightning over the U.S.

Lightning produces NO because the extreme temperatures (>20000 K) in lightning channels dissociate molecular O2 and molecular N2, which then combine to form NOx which quickly reacts with O3 to form NO2. Lightning is responsible for 10-15% of NOx emissions globally. This is 2 – 8 Tg N a-1 [Schumann and Huntrieser, 2007] or 100 to 400 mol per flash. Much of the uncertainty stems from limited knowledge of lightning NOx production per flash (LNOx PE) or per unit flash length. Most LNOx is injected into mid- and upper-troposphere where away from deep convection its lifetime is longer relative to lower troposphere NOx. NOx in this region enhances the concentrations of upper tropospheric NOy, OH, and O3 and contributes to positive radiative forcing by O3 and negative forcing by CH4. We have previously used OMI NO2 to obtain estimates of LNOx production per flash over the Gulf of Mexico (Pickering et al., 2016, JGR), in convective events during NASA’s TC4 field program (Bucsela et al., 2010, JGR), and over broad regions of the tropics (Allen et al., 2019, JGR) and midlatitudes (Bucsela et al., 2019, JGR). In the latter studies, we obtained PE values of 170 ± 100 mol flash and 180 ± 100 mol flash, respectively.

Allen, Dale↗
NASA NTRS2020

A Demonstration that Correcting for Completeness and Reliability Is Critical for Robust Occurrence Rates

A measurement of planetary occurrence rates based on a planet catalog should be robust against details of how initial detections were classified as planets or false positives. This is accomplished by supplying the catalog’s rate of missed planets (completeness) and rate of non-planets incorrectly called planets (reliability). The final Kepler data release (DR25) includes products that can be used with the DR25 planet candidate catalog to correct for completeness and reliability in occurrence rate estimates. This is made possible by the Kepler Robovetter, which algorithmically and uniformly selects planets based on a variety of metrics and thresholds. Completeness, reliability, and occurrence rates potentially depend on these Robovetter thresholds. We study the impact of varying these vetting thresholds using the techniques of Bryson et al. 2019 (arXiv:1906.03575). We explore sets of thresholds that result in more or fewer planets (trading off completeness for reliability), as well as thresholds tuned to pass DR25 false positives identified as possible planets by the Kepler False Positive Working Group. We find that when correcting only for completeness, and not reliability, the resulting occurrence rates have a strong dependence on these threshold sets. For example, the value of SAG13 eta-Earth varies by over a factor of 4 when not corrected for reliability. However, when correcting for both completeness and reliability, occurrence rates using our threshold sets are statistically indistinguishable, with differences being well inside 1-sigma error bars. We present occurrence rates integrated over several period-radius ranges. For example, SAG13 eta-Earth is consistent with 0.127 (+0.094)(-0.054) (from Bryson et al. 2019) for all the Robovetter threshold sets. This result emphasizes the importance of correcting occurrence rates for both completeness and reliability. This suggests that inconsistent completeness and reliability correction may be a significant contributor to the large variation of occurrence rates in recent literature. We plan to make the Robovetter results for our threshold sets available, and encourage the community to use them to examine whether other occurrence rate methods yield similarly robust results.

Bryson, S.↗
NASA NTRS2020

Quantifying Spatial Separation Error in Tropospheric Wind Measurements

Wind measurements from the surface through the troposphere are an important asset for both range and Day of Launch (DOL) operations. Weather balloons have long been used to fulfill this operational need. Decker (2017) found balloons at Kennedy Space Center (KSC) can drift as far as 200 km from the launch site. Curtis et al. (2019) found Root Mean Square (RMS) wind deltas between 0.5 m/s and 6.3 m/s for separations between 30 km and 200 km from KSC using the North American Regional Reanalysis (NARR) model. The purpose of this study is to validate the model-based results found in Curtis et al. (2019) with observed wind and separation deltas calculated between the NASA Tropospheric Doppler Radar Wind Profiler (TDRWP) and weather balloons.

Curtis, Nathan↗
NASA NTRS2020

Fuel Flexible Combustor for High-OPR Compact-Core N+3 Propulsion Engine

This document reports unlimited-rights data relating to technical work under NASA contract NNC14CA30C, performed throughout the full period of the effort. This period comprises Fiscal Years 2015 through 2019 (inclusive); this period includes the 4th Quarter of Calendar Year 2014, all of Calendar Years 2015 through 2018, and the first three Quarters of Calendar Year 2019. Limited-rights data relating to technical progress during this period are provided in a separate document, a Limited Rights version of this report having limited rights markings.

Smith, Lance L.↗
NASA NTRS2020

Leveraging Partnerships, Science Content, Special Events, and NASA Assets to Help Girl Scouts Earn Space Science Badges

Throughout 2019, NASA celebrated historic anniversaries and announced bold new programs generating excitement about earth and space exploration. One of the most notable events was the celebration of the 50th anniversary of Apollo 11 historic first steps on the Moon. Complementing this anniversary event were the additional activities and events conducted across the agency that highlighted the many science achievements that were attained across all of NASA’s Science Mission Directorate (SMD) Divisions (earth, planetary, heliophysics, and astrophysics). Further excitement was generated through NASA’s Artemis program which plans to send the first woman and next man to the surface of the Moon. NASA continues to inspire the public including learners of all ages around the world. Building on this momentum, in October 2019, the Astromaterials Research and Exploration Science (ARES) Science Engagement team partnered with the Lunar and Planetary Institute (LPI) and the Girl Scouts of San Jacinto to host an event that enabled Girl Scouts to earn recently released space science badges developed by the Reach for the Stars: NASA Science for Girls Scouts Program. The event celebrated SMD science and highlighted Earth’s Moon and International Observe the Moon Night (InOMN) while facilitating the earning of the NASA inspired space science badges. This event was coordinated and led by the ARES Science Engagement team as part of their collaborative work and involvement in NASA’s SMD Science Activation Program.

Graff, P. V.↗
NASA NTRS2020

The Atmospheric Measurements of ICESat-2

ICESat-2 is an exciting new multi-beam, photon-counting, satellite lidar designed to acquire simultaneous high-resolution measurements of the earth's surface and atmospheric structure. Launched in September, 2018 the Advanced Topographic Lidar Altimeter System (ATLAS) on board ICESat-2 has been acquiring data continuously for nearly 1 year. The 3 laser beams comprising the atmospheric channel are providing excellent back scatter measurements that enable the retrieval of global cloud fraction, cloud and aerosol layer height, column optical depth, and blowing snow properties. Public release of the data products began with version 1in May, 2019 and continues with a significantly improved version 2 in October, 2019. This presentation will give an overview of the ICESat-2 atmospheric channel and show examples of cloud, aerosol and blowings now properties as well as comparisons of ATLAS and CALIOP measurements.

Palm, Stephen↗
NASA NTRS2020

Mars Ascent Vehicle Hybrid Propulsion Configuration

As part of a Mars Sample Return (MSR) campaign, two Mars Ascent Vehicle (MAV) configurations have been designed in parallel. Each ascent vehicle configuration has a different propulsion system which ultimately leads to two unique vehicle designs. As part of a Preliminary Architecture Assessment (PAA), these vehicle designs were developed to the same level of maturity in order to inform the selection of one of the vehicles as the point of departure design for the campaign. The selection will be made in November 2019. The initial MSR architecture called for a hybrid-based propulsion MAV. This type of propulsion system calls for a solid wax motor that would utilize liquid MON-25 as an oxidizer. Hybrid rocket propulsion allows for more flexibility than traditional solid or liquid propulsion options, and typically benefits from the advantages of both. A hybrid motor can be throttled and shut down easily, and avoids significant risk in manufacturing and handling. On a theoretical level, hybrid motors perform at a higher specific impulse (Isp) than solid motors. The primary disadvantage of hybrid motors comes from additional complexity and significantly less flight heritage and low Technology Readiness Level (TRL). This paper describes the design of the hybrid propulsion configuration. An additional paper will be published describing the design of the solid propulsion configuration1. The hybrid propulsion configuration MAV was developed in 2019 by NASA Marshall Space Flight Center (MSFC) in association with NASA Jet Propulsion Laboratory (JPL). It features a Single Stage to Orbit (SSTO) design with an SP7A solid wax fuel and MON-25 liquid oxidizer. The liquid portion of the vehicle allows for a Liquid Injection Thrust Vector Controller (LITVC) as well as hypergolic propellant additives for ignition. The vehicle was designed to deliver approximately 0.31kg of Martian geological samples to a circular orbit at Mars of 343km at a 25o inclination. Although hybrid propulsion in general has been used on launch vehicles in the past, the integrated vehicle subsystems that operate in conjunction with these propulsion elements do not typically operate in a Martian environment, which in this application can get as cold as -40oC. The PAA advanced the maturity of these subsystems by performing detailed design and analysis on the vehicle with respect to structures and mechanisms, Guidance/Navigation/Control (GNC) systems, avionics, Reaction Control System (RCS), LITVC, thermal environments, and advanced Computational Fluid Dynamics (CFD). This paper will summarize the results of these studies.

Yaghoubi, Darius↗
NASA NTRS2020

Mars Ascent Vehicle Solid Propulsion Configuration

As part of a Mars Sample Return (MSR) campaign, two Mars Ascent Vehicle (MAV) configurations have been designed in parallel. Each ascent vehicle configuration has a different propulsion system, which ultimately leads to two unique vehicle designs. As part of a Preliminary Architecture Assessment (PAA), these vehicle designs were developed to the same level of maturity in order to inform the selection of one of the vehicles as the point of departure design for the campaign. The selection will be made in November 2019. Although the initial MSR architecture called for a hybrid-based propulsion MAV featuring solid wax fuel with liquid oxidizer, a configuration using more traditional solid propulsion was developed as an additional risk mitigation option. Though lacking in the single stage to orbit (SSTO) and throttle flexibility of a hybrid configuration, a solid configuration vehicle allows a simpler design with significantly longer flight heritage and higher Technology Readiness Level (TRL). This paper describes the design of the solid propulsion configuration. An additional paper will be published describing the design of the hybrid propulsion configuration. The solid propulsion configuration MAV was developed in 2019 by NASA Marshall Space Flight Center (MSFC) in association with NASA Jet Propulsion Laboratory (JPL). It features two stages with a modified STAR-17 motor for the second stage and a traditional electromechanical actuator Thrust Vector Controller (TVC). The vehicle was designed to deliver approximately 0.47kg of Martian geological samples to a circular orbit at Mars of 343km at a 25° inclination. Although solid motor designs in general are at a relatively high TRL, the integrated vehicle subsystems that operate in conjunction with these propulsion elements do not typically operate in a Martian environment, which in this application can get as cold as -40°C. The PAA advanced the maturity of these subsystems by performing detailed design and analysis on the vehicle with respect to structures and mechanisms, Guidance/Navigation/Control (GNC) systems, avionics, Reaction Control System (RCS), TVC, thermal environments, and advanced Computational Fluid Dynamics (CFD). This paper will summarize the results of these studies.

Yaghoubi, Darius↗
NASA NTRS2020

Mars Ascent Vehicle Solid Propulsion Configuration

As part of a Mars Sample Return (MSR) campaign, two Mars Ascent Vehicle (MAV) configurations have been designed in parallel. Each ascent vehicle configuration has a different propulsion system, which ultimately leads to two unique vehicle designs. As part of a Preliminary Architecture Assessment (PAA), these vehicle designs were developed to the same level of maturity in order to inform the selection of one of the vehicles as the point of departure design for the campaign. The selection will be made in November 2019. Although the initial MSR architecture called for a hybrid-based propulsion MAV featuring solid wax fuel with liquid oxidizer, a configuration using more traditional solid propulsion was developed as an additional risk mitigation option. Though lacking in the single stage to orbit (SSTO) and throttle flexibility of a hybrid configuration, a solid configuration vehicle allows a simpler design with significantly longer flight heritage and higher Technology Readiness Level (TRL). This paper describes the design of the solid propulsion configuration. An additional paper will be published describing the design of the hybrid propulsion configuration. The solid propulsion configuration MAV was developed in 2019 by NASA Marshall Space Flight Center (MSFC) in association with NASA Jet Propulsion Laboratory (JPL). It features two stages with a modified STAR-17 motor for the second stage and a traditional electromechanical actuator Thrust Vector Controller (TVC). The vehicle was designed to deliver approximately 0.47kg of Martian geological samples to a circular orbit at Mars of 343km at a 25° inclination. Although solid motor designs in general are at a relatively high TRL, the integrated vehicle subsystems that operate in conjunction with these propulsion elements do not typically operate in a Martian environment, which in this application can get as cold as -40°C. The PAA advanced the maturity of these subsystems by performing detailed design and analysis on the vehicle with respect to structures and mechanisms, Guidance/Navigation/Control (GNC) systems, avionics, Reaction Control System (RCS), TVC, thermal environments, and advanced Computational Fluid Dynamics (CFD). This paper will summarize the results of these studies.

Yaghoubi, Darius↗
NASA NTRSDate not supplied

A window on the composition of the early solar nebula: 2014MU69, Pluto, and Phoebe

The initial chemical composition of any solar nebula will depend upon the degree to which 1) organic and ice components form on dust grains, 2) organic and molecular species form in the gas phase, 3) organics and ices are exchanged between the gas and solid state, and 4) the precursor and newly formed (more complex) materials survive and are modified in the developing planetary system. Infrared and radio observations of star-forming regions reveal that complex chemistry occurs on icy grains, sometimes before stars even form. Additional processing, through the protosolar disk and within the solar nebula further modifies most, but probably not all, of the initial materials. In fact, the modern Solar System still carries a fraction of its interstellar inheritance [Alexander et al., 2017]. Here we focus on three examples of small bodies in our Solar System, each containing chemical and dynamical clues to its origin and evolution: the small, cold-classical Kuiper Belt object (KBO) 2014MU69 , Pluto and Saturn’s moon, Phoebe. The New Horizons flyby of 2014 MU69 has given the first view of an unaltered body composed of material originally in the solar nebula at ~45 AU. The spectrum reveals methanol ice (not commonly found), a possible detection of water ice (Stern et al. 2019). Pluto’s internal and surface inventory of volatiles and complex organics, together with active geological processes including cryo-volcanism, indicate a surprising level of activity on a body in the outermost region of the Solar System, and the fluid that emerges from subsurface reservoirs may contain material inherited from the solar nebula (Cruikshank et al. 2019). Meanwhile, Saturn's captured moon, Phoebe, carries high D/H in H2O [Clark et al. 2018)], and complex organics (Cruikshank et al. 2008), both consistent with its formation in, and inheritance from, the outer solar nebula. Together, these objects provide windows on the origin and evolution of our Solar System and constraints to be considered in future chemical and physical models of PPDs. The Spitzer Space telescope discovered the ring of dust around Saturn that emanated from the bombardment of Phoebe in the recent past, dislodging primitive Solar System material from deep within that satellite. In addition, Spitzer has provided detailed studies of the chemistry of star forming regions where methanol and other ices are readily observed. As a result of these and other observations, protoplanetary disk models are beginning to combine both dynamical and chemical complexities into their codes, resulting in new insights for exoplanetary systems.

Yvonne J. Pendleton↗
NASA NTRSDate not supplied

Seeker 1.0 GNC Flight Performance (presentation)

Seeker is an automated extravehicular inspection spacecraft that was designed and built in-house at the NASA Johnson Space Center (JSC) over approximate-ly 18 months with a budget of $1.8 million. This first version of Seeker is in-tended to be an incremental development towards an advanced inspection ca-pability. Seeker launched onboard the NG-11 Cygnus mission in 2019 and de-ployed from Cygnus on September 16, 2019. Downlinked telemetry, imagery from the chaser and target spacecraft, and onboard engineering data logs are used to provide an analysis of the system’s performance. This paper reviews the performance of the Seeker vehicle with a focus on the guidance, navigation, and control (GNC) system. The results are presented with a discussion of the re-lated system design to highlight how decisions and applied methods culminated in the observed performance.

Sam Pedrotty↗
NASA NTRSDate not supplied

Lightning Protection System

A new Lightning Protection System (LPS) was designed and built at Launch Complex 39B (LC-39B), at the Kennedy Space Center (KSC), Florida, in 2009, for NASA’s Space Launch System (SLS) program. A comprehensive lightning monitoring system was additionally designed and the LC-39B lightning instrumentation started incremental deployment early 2011. By March 2011, the LC-39B lightning monitoring system was activated with short outages during construction and renovations of the LC-39B. Since 2011, the LC-39B LPS has been directly struck at least once per year. The earliest and latest in a year that the LPS has been directly struck by lightning has been January 7th and October 1st (both 2017), respectively. During the summer of 2018, the Mobile Launcher 1 (ML-1) lightning monitoring system was deployed and partially active during ML-1 construction/testing. Since 2018, the ML-1 has been parked at the LC-39B for different durations of time for integrated testing. Early August 2019 (6th and 9th ) multiple lightning strikes terminated directly on the LPS at three different locations in addition to a nearby strike within the Pad perimeter and multiple nearby strikes outside the Pad Perimeter, triggering both, the LC-39B and the ML-1 lightning monitoring systems. This has been the first time direct lightning strikes have terminated on the LPS or within the LC-39B perimeter while the ML-1 has been at the LC-39B. This paper summarizes direct and close nearby lightning strikes to LC-39B from 2011 until the summer of 2019.

Angel G Mata↗
NASA NTRSDate not supplied

Astrobee On-Orbit Commissioning

The Astrobee free flying robots operate in the interior of the International Space Station (ISS) under supervisory control of a ground operator or ISS crew. They replace the Synchronized Position Hold Engage and Reorient Experimental Satellites (SPHERES) as research platforms for zero-g free-flying robotics. Astrobee also provides a tool for improving the efficiency of ISS operations as a mobile camera/sensor platform available to flight and payload controllers. The Astrobee system consists of three robots with perching arms, a docking station, and a ground data system. Development began in late-2014, and flight hardware has been deployed to ISS on several launches starting in November 2018 and concluding in October 2019. Shortly after the first two robots arrived on ISS in April, we began a series of "commissioning" activities to validate both space and ground segments. We plan to complete commissioning and become an operational facility available to guest scientists by the end of 2019. This paper provides an overview of the Astrobee system, a description of the on-orbit activities, and commissioning results.

ISS↗
NASA NTRSDate not supplied

NASA's Space Launch System Begins Moving To The Launch Site

NASA is accelerating plans for a human return to the Moon. NASA was directed by the White House in 2019 to land the first woman and next man on the Moon by 2024. NASA’s backbone for future deep space exploration is the Space Launch System (SLS), as well as the Orion crew spacecraft, Gateway outpost, and Human Landing System as part of the Artemis program. While the SLS upper stage, the Interim Cryogenic Propulsion Stage (ICPS), based on an existing commercial stage was shipped to Kennedy Space Center (KSC) in 2017, major completed components of SLS will soon begin their eastward journey that will see them at KSC in 2020 to be integrated for their history-making launch back to the Moon. Core Stage prime contractor Boeing completed the Artemis I core stage in 2019 at NASA’s Michoud Assembly Facility (MAF) and shipped it to NASA Stennis Space Center (SSC) for stage green run testing in 2020 and then to KSC. Northrop Grumman, prime contractor for the 5-segment solid rocket boosters, is scheduled to begin overland shipment of the Artemis I motor segments from Utah to KSC in 2020 to await integration. This paper will discuss SLS progress to date and planned 2020 milestones.

Bruce R Askins↗
NASA NTRSDate not supplied

A Status Update for FLASHFlux and SOFA working groups including Data Usage Highlights from the POWER portal

This presentation describes progress made since the last CERES Science team meeting by the SOFA and FLASHFlux working groups. FLASHFlux continues operational data set production under Version3C and is working toward a delivery of Version4A which is currently processing through 2019. Once evaluation and validation activities are complete Version 4A will become the new operational version with a goal of completing the transition in July 2019. Differences between FF v4A and CERES Ed 4 SSF appear to be due to differences in the calibration coefficients and differences in ADM selection due to the influence of a different background meteorological data set. Additional future plans for the FLASHFlux working group will be discussed.

Paul Stackhouse↗
NASA NTRS2020

AERoBOND Project Summary

Under NASA’s Convergent Aeronautics Solutions (CAS) project, the Adhesive-Free Bonding of Complex Composites (AERoBOND) project investigated off-stoichiometric epoxy polymers for fast, reliable assembly of epoxy matrix composite structures. The project goal was to demonstrate feasibility of the AERoBOND joining method by demonstrating mechanical properties greater than 80% of conventional co-cured materials while reducing structure weight by 1%. The project consisted of three convergent research areas: material and process development, systems analysis, and material and process modeling. Material and process development was the largest component of AERoBOND with approximately 6 FTE and 1WYE of support to formulate and characterize new resins, prepare carbon fiber prepregs, fabricate laminates, measure mechanical properties, analyze failure results, and select material and process improvements. The systems analysis activity estimated the potential reduction in part count and aircraft weight by comparing models of composite wing boxes with no fasteners (co-cured structure), fasteners in major joints (co-cured stringers), and fasteners in all joints. The materials and process modeling activity included a molecular model of the AERoBOND materials system to predict mechanical properties of resins with offset stoichiometry and a process model to predict the effect of resin formulation and processing conditions on the extent of mixing and degree of cure in a finished joint. As the number of airline passenger trips doubles in the next 20 years (IATA/Tourism Economics Air Passenger Forecasts, April 2019), the increased demand for new commercial aircraft is now the single greatest technical challenge to the airframe manufacturing industry. To meet efficiency requirements, new aircraft must be fabricated primarily from high performance structural composites, but manufacturing processes are inherently slow with the largest bottleneck attributed to assembly and installation of fasteners (NASA/TM–2019-220428). Manufactures of commercial transport aircraft are compelled to install more than 100,000 redundant fasteners into bonded joints to prevent failures due to unpredictable weak bonds. In structural adhesive bonds, the interface between adherend and adhesive is nearly two-dimensional making it susceptible to minute quantities of contamination, which can cause weak bonds. Currently, bond strength assessment is only possible through destructive testing (i.e., breaking the joint). For these reasons, regulatory organizations such as the Federal Aviation Administration (FAA) often require redundant load paths in secondary-bonded, primary-structures to alleviate concerns with bond performance. The AERoBOND process enables reflow of matrix resin during assembly to eliminate the material discontinuity at the interface, thereby eliminating the dependence of mechanical performance on interfacial adhesion. The AERoBOND joint is equivalent to the interlaminar region obtained during a co-cure process, so joint performance depends on the cohesive properties of the matrix resin. Conventional co-cured structures, although too costly and complex for large-scale manufacturing, are trusted by manufacturers and regulators, and are certified for flight with few or no redundant fasteners.Systems analysis performed on a composite wing model at the scale of a single-aisle commercial transport aircraft indicated that >20,000 redundant fasteners per wing could be eliminated by implementing the AERoBOND joining method. A total weight reduction of 15% was predicted in a wing box by eliminating fasteners and thinning components that must no longer support localized fastener loads and accommodate fastener dimensions. Interlaminar shear fracture toughness measured by the end-notched flexure test was greater than 1 kJ/m2 (nearly 140% of the co-cured benchmark property), which is greatly in excess of the project goals for mechanical properties. Testing was planned to measure interlaminar tensile fracture toughness as well as interlaminar tensile and shear strengths using the same AERoBOND configuration, but was delayed due to closure of LaRC facilities during the COVID-19 pandemic. The AERoBOND process model is partially validated and available for experimental use. It allows the user to input AERoBOND process parameters such as material composition, laminate configuration, and cure cycle to predict the final cure state of the AERoBOND joint. A preliminary, multi-scale material model was developed to predict AERoBOND joint mechanical properties (stiffness and strength) based on the cure state of the joint provided by the process model. The timing for transition of this technology within NASA is excellent as NASA initiates new enduring projects to address composites manufacturing rate challenges. AERoBOND technology is well suited to AAVP/AATT objectives for rapid manufacturing of a composite wing. A minimal effort (1 FTE/$15k procurement/0 WYE) is proposed in FY21 to continue a minor mechanical testing effort and maintain a SAA with ASX composites to develop commercial quality prepreg material. An RFI with the composites industry is suggested to quantify the technology gap between the current TRL and the TRL needed for transition to industry. A moderate effort [3-4 FTE/$150k/1 WYE (~$115k)] is proposed in FY22 for the “high rate composites manufacturing” project currently in planning. The partnership with ASX Composites will be expanded to produce material for sub-element/element-scale “panel-off” activities. Industry partnerships with airframe manufacturers is an expected component to explore damage tolerance and environmental stability. Further development of multi-scale modeling tools (process model, meso-scale model, and molecular model) is planned to enhance and deliver tools for rapid manufacturing infusion.

Frank Louis Palmieri↗