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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 325 records · Page 18
All sourcesNASA NTRSDOE OSTI
NASA NTRS1983

Cryogenic fluid management experiment trunnion fatigue verification

A subcritical liquid hydrogen orbital storage and transfer experiment was designed for flight in the Shuttle cargo bay. The Cryogenic Fluid Management Experiment (CFME) includes a liquid hydrogen tank supported in a vacuum jacket by two fiberglass epoxy trunnion mounts. This composite material was selected for the trunnions since it provides desirable strength, weight and thermal characteristics for supporting cryogenic tankage. An experimental program was conducted to provide material property and fatigue data for S-glass epoxy composite materials at ambient and liquid hydrogen temperatures and to verify structural integrity of the CFME trunnion supports.

Bailey, W. J.↗
NASA NTRS1983

Thermal behavior of laboratory models of honeycomb-covered solar ponds

Laboratory experiments were conducted to provide insight into the technical feasibility of honeycomb-covered solar ponds. Cooling tests using honeycomb panels of various materials and geometries showed that a 5.7-cm-thick one-tier panel insulated as effectively as a 10-cm fiberglass slab. Heating tests demonstrated that a model pond covered with a polycarbonate panel boiled upon 16 hours of continuous exposure to a 150-W spotlight. Analysis of the experimental data indicates positively that honeycomb-covered solar ponds can be expected to perform satisfactorily, and that larger-scale outdoor tests should be conducted to provide a more realistic assessment and a more refined performance estimate.

Lin, E. I. H.↗
NASA NTRS1983

Flight service evaluation of Kevlar-49 epoxy composite panels in wide-bodies commercial transport aircraft

Kevlar-49 fairing panels, installed as flight service components on three L-1011s, were inspected after 9 years of service. There are six Kevlar-49 panels on each aircraft: a left hand and right hand set of a wing body sandwich fairing; a solid laminate under wing fillet panel; and a 422 K (300 F) service aft engine fairing. The fairings have accumulated a total of 70,000 hours, with one ship set having over 24,000 hours service. The Kevlar-49 components were found to be performing satisfactorily in service with no major problems, or any condition requiring corrective action. The only defects noted were minor impact damage, a few minor disbonds and a minor degree of fastener hole fraying and elongation. These are for the most part comparable to damage noted on fiberglass fairings. The service history to date indicates that Kevlar-49 epoxy composite materials have satisfactory service characteristics for use in aircraft secondary structure.

Stone, R. H.↗
NASA NTRS1983

Regeneration experiments below 10K in a regenerative-cycle cryocooler

At temperatures below 10K, regenerative cycle cryocoolers are limited by regeneration losses in the helium working fluid which result from the decreasing heat capacity of the regenerating material and the increasing density of helium. Experiments examining several approaches to improving the low-temperature regeneration in a four-stage regenerative cycle cooler constructed primarily of fiberglass materials are discussed. Using an interchangeable fourth stage, the experiments included configurations with multiple regeneration passages, and a static helium volume for increased heat capacity. Experiments using helium-3 as the working fluid and a Malone stage are planned. Results indicate that, using these techniques, it should be possible to construct a regenerative cycle cooler which will operate below 6K.

Sager, R. E.↗
NASA NTRS1984

Hot melt adhesive pad surface attachment assembly concept for on-orbit operations

The use of a hot melt adhesive concept to develop a Surface Attachment Assembly (SAA) for on-orbit attachment and detachment operations for the Manned Maneuvering Unit (MMU) was investigated. The concept involved impregnation of the hot melt adhesive into a fiberglass covered pad which contained electrical heating and thermoelectric cooling devices. The polyamide hot melt adhesive selected can be repeatedly heated to its melting point in a vacuum and provide good adhesion to various surfaces, i.e., reusable surface insulation tiles, metals, and composites, when cooled. After a series of adhesive screening tests, Jet-Melt 3746 was selected from a group of commercially available thermoplastic adhesive candidates which met or exceeded many of the criteria established for the SAA system. The SAA system was designed and fabricted with the goal of proving the concept with a working model rather than attempting to optimize all facets of the system. This system evolved by investigating alternate attachment concepts, designing and fabricating electronic systems to heat and cool the adhesive, and then fabricating electronic systems to heat and cool the adhesive, and then fabricating and testing two prototype full-size units.

Progar, D. J.↗
NASA NTRS1984

An investigation of the phototropic effect on seedling orientation in a microgravity environment: A student involvement project

A microgravity growth chamber was designed to investigate the phototropic response of radish seedlings. Enclosed in a one fourth inch thick, hexagonal, fiberglass-foam spacepak nineteen inches across corners, the experiment consists of a growth chamber and germination tray, a water reservoir and solenoid valve, a fluorescent light for photo simulation, a Minolta X700 camera with programmable back, a 50 mm macro lens and flash, a battery pack, and a computer controller. Two temperature sensors and one light sensor located in the walls of the growth chamber provide temperature and illumination data. A computer provides 8 K command and 34 K data storage capability. The experiment was not activated during the STS flight because a malfunctioning latching relay stuck and reduced the battery power level.

Barainca, J. W.↗
NASA NTRS1984

General aviation aircraft interior noise problem: Some suggested solutions

Laboratory investigation of sound transmission through panels and the use of modern data analysis techniques applied to actual aircraft is used to determine methods to reduce general aviation interior noise. The experimental noise reduction characteristics of stiffened flat and curved panels with damping treatment are discussed. The experimental results of double-wall panels used in the general aviation industry are given. The effects of skin panel material, fiberglass insulation and trim panel material on the noise reduction characteristics of double-wall panels are investigated. With few modifications, the classical sound transmission theory can be used to design the interior noise control treatment of aircraft. Acoustic intensity and analysis procedures are included.

Roskam, J.↗
NASA NTRS1984

Flight service evaluation of Kevlar-49 epoxy composite panels in wide-bodied commercial transport aircraft

Kevlar-49 fairing panels, installed as flight service components on three L-1011s, were inspected after 10 years of service. There are six Kevlar-49 panels on each aircraft: a left-hand and right-hand set of a wing-body sandwich fairing; a solid laminate under-wing fillet panel; and a 422 K (300 F) service aft engine fairing. The three L-1011s include one each in service with Eastern, Air Canada, and TWA. The fairings have accumulated a total of 79,568 hours, with one ship set having nearly 28,000 hours service. The inspections were conducted at the airlines' major maintenance bases with the participation of Lockheed Engineering. The Kevlar-49 components were found to be performing satisfactorily in service with no major problems, or any condition requiring corrective action. The only defects noted were minor impact damage, a few minor disbonds and a minor degree of fastener hole fraying and elongation. These are for the most part comparable to damage noted on fiberglass fairings. The service history obtained in this program indicates that Kevlar-49 epoxy composite materials have satisfactory service characteristics for use in aircraft secondary structure.

Stone, R. H.↗
NASA NTRS1984

Intermodulation Product Levels in Flame-sprayed Materials

A preliminary investigation on intermodulation product (IMP) levels of fiberglass-backed flame-sprayed surfaces was completed. The purpose was to demonstrate the use of modified techniques and materials in combustion flame spraying of formed surfaces in reducing intermodulation products. The approach used improved metal wire stock without impurities or with smaller droplet sizes, high-temperature release agents, wire stock with low electrical resistance, variations in spraying distances, and intense buffing processes which amalgamate the material gaps and droplets in an effort to fabricate IMP-free lightweight and low cost subreflectors. Positive material candidates were found with an IMP level around -150 dB, which is comparable to solid aluminum surfaces used as a reference.

Yung, C. S.↗
NASA NTRS1983

Fire resistant films for aircraft applications

Alternative sandwich panel decorative films were investigated as replacements for the polyvinyl fluoride currently used in aircraft interiors. Candidate films were studied for flammability, smoke emission, toxic gas emission, flame spread, and suitability as a printing surface for the decorative acrylic ink system. Several of the candidate films tested were flame modified polyvinyl fluoride, polyvinylidene fluoride, polyimide, polyamide, polysulfone, polyphenylsulfone, polyethersulfone, polybenzimidazole, polycarbonate, polyparabanic acid, polyphosphazene, polyetheretherketon, and polyester. The films were evaluated as pure films only, films silk-screened with an acrylic ink, and films adhered to a phenolic fiberglass substrate. Films which exhibited the highest fire resistant properties included PEEK polyetheretherketon, Aramid polyamide, and ISO-BPE polyester. Previously announced in STAR as N83-22320

Kourtides, D. A.↗
NASA NTRS1985

Static-Suppressing Optical Paint

Electrically conductive flat black paint adheres well to magnesium, aluminum, fiberglass, and other materials. Paint absorbs stray light in optical instruments while preventing buildup of electrostatic fields and arcing. Paint consists of primer and topcoat, both containing electricallyconductive carbon-black powder. Primer two-part epoxy base, and topcoat polyurethane base.

Birnbaum, M. M.↗
NASA NTRS1985

Miniature Rocket Motor for Aircraft Stall/Spin Recovery

Design accommodates different thrust levels and burn times with minimum weight. Different thrust levels achieved by substituting other propellants of different diameter and burn-rate characteristics. Different burn times achieved by simply changing length of grain/tube assembly. Grain bond material also acts as insulator for fiberglass tube. Rocket motor attached to aircraft model and ignited from radio-controlled 4.8-volt power source. Device provides more than twice energy available in previous designs at only 60 percent of weight. Rocket motor used to identify energy requirements for aircraft stall/spin recovery positive propulsion system.

Lucy, M. H.↗
NASA NTRS1985

Making Glass-Fiber-Reinforced Coolant Tubes

New use found for heat-shrinkable sleeves. Smooth, noncontaminating channels for transporting cooling water in Space Shuttle Extravehicularmobility unit made of fiberglass tubing with aid of heat-shrinkable sleeves. Previously, glass fibers from inner walls of tubes contaminate water.

Curtin, F.↗
NASA NTRS1984

DFVLR rotorcraft: Construction and engineering

A helicopter rotor test stand is described. Full scale helicopter components can be tested such as hingeless fiberglass rotors and two blade rotor with flapping hinge, or a hybrid system. The facility is used to test stability, rotor components and downwind components.

Langer, H. J.↗
NASA NTRS1978

Advanced composite stabilizer for Boeing 737 aircraft

Activities related to development of an advanced composites stabilizer for the Boeing 737 commercial transport are reported. Activities include discussion of the design and weight status, stiffness requirements, the finite element model, test programs, quality assurance, and manufacturing producibility studies. Design details of the graphite/epoxy components are virtually complete. Emphasis is placed on the metal and fiberglass trailing edge components. The bending and torsional stiffness properties are satisfactory for both stability/control and for flutter requirements. The finite element model input geometry is revised to reflect the latest changes to production drawings.

Source record↗
NASA NTRS1985

Aircraft rotor blade with passive tuned tab

A structure for reducing vibratory airloading in a rotor blade with a leading edge and a trailing edge includes a cut out portion at the trailing edge. A substantially wedge shaped cross section, inertially deflectable tab, also with a leading edge and a trailing edge is pivotally mounted in the cut out portion. The trailing edge of the tab may move above and below the rotor blade. A torsion strap applies force against the tab when the trailing edge of the tab is above and below the rotor blade. A restraining member is slidably movable along the torsion strap to vary torsional biasing force supplied by the torsion bar to the tab. A plurality of movable weights positioned between plates vary a center of gravity of the tab. Skin of the tab is formed from unidirectional graphite and fiberglass layers. Sliders coupled with a pinned degree of freedom at rod eliminate bending of tab under edgewise blade deflection.

Campbell, T. G.↗
NASA NTRS1985

An update of the JPL program to develop Li-SOCl2 cells

The goal of producing spiral wound D cell was met. The cell design and electrodes, particularly the carbon cathodes were produced in-house. Also all parts were assembled, the welding performed, the electrolyte aided and the cells sealed in-house. The lithium capacity (theoretical) was 19.3 Ah and that of the SOCl2 in the 1.8 m LiAlCl4 electrolyte, 16.4 Ah (a greater excess of SOCl2 is necessary for safe high rate operation). The electrode surface area was 452 sq cm. The carbon electrode comprised Shawinigen Black/Teflon -30 (90/10 by weight) mixture 0.020 inches thick on an expanded metal screen prepared in the JPL laboratory. There were two tab connections to the cathode. The 0.0078 inch thick lithium foil was rolled into an expanded nickel screen. The separator was Mead 934-5 fiberglass material.

Halpert, S.↗
NASA NTRS1984

Laboratory tests on an aircraft fuselage to determine the insertion loss of various acoustic add-on treatments

This paper describes a laboratory study of add-on acoustic treatments for a propeller-driven light aircraft fuselage. The treatments included: no treatment (i.e., baseline fuselage); a production-type double-wall interior; and various amounts of high density fiberglass added to the baseline fuselage. The sound source was a pneumatic-driver with attached exponential horn, supplied with a broadband signal. Data were acquired at the approximate head positions of the six passenger seats. The results were analyzed on space-averaged narrowband, one-third octave band and overall insertion loss basis. In addition, insertion loss results for the different configurations at specific frequencies representing propeller tone spectra are presented. The propeller tone data includes not only the space-averaged insertion loss, but also the variation of insertion loss at these particular frequencies across the six microphone positions.

Heitman, K. E.↗