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At least 415 records · Page 23

Parallel Aeroelastic Analysis Using ENSAERO and NASTRAN

A high fidelity parallel static structural analysis capability is created and interfaced to the multidisciplinary analysis package ENSAERO-MPI of Ames Research Center. This new module replaced ENSAERO's lower fidelity simple finite element and modal modules. Full aircraft structures may be more accurately modeled using the new finite element capability. Parallel computation is performed by breaking the full structure into multiple substructures. This approach is conceptually similar to ENSAERO's multi-zonal fluid analysis capability. The new substructure code is used to solve the structural finite element equations for each substructure in parallel. NASTRAN/COSMIC is utilized as a front end for this code. Its full library of elements can be used to create an accurate and realistic aircraft mode. It is used to create the stiffness matrices for each sub-structure. The new parallel code then uses an iterative preconditioned conjugate gradient method to solve the global structural equations for the sub-structure boundary nodes. Results are presented for a wing-body configuration.

Eldred, Lloyd B.↗

Thermal stress analysis of the NASA Dryden hypersonic wing test structure

Present interest in hypersonic vehicles has resulted in a renewed interest in thermal stress analysis of airframe structures. While there are numerous texts and papers on thermal stress analysis, practical examples and experience on light gage aircraft structures are fairly limited. A research program has been undertaken at General Dynamics to demonstrate the present state of the art, verify methods of analysis, gain experience in their use, and develop engineering judgement in thermal stress analysis. The approach for this project has been to conduct a series of analyses of this sample problem and compare analysis results with test data. This comparison will give an idea of how to use our present methods of thermal stress analysis, and how accurate we can expect them to be.

Morris, Glenn↗

Navy composite maintenance and repair experience

The Navy has been a strong proponent of composites for aircraft structure. Fleet use of composites started with the F-14 in the early 1970's and has steadily increased. This experience base provides sufficient information to allow an evaluation of the maintenance performance of polymer composites in service. A summary is presented of the Navy's experience with maintenance of composite structure. The general types of damage experienced in the fleet as well as specific examples of composite damage to aircraft is described. The impact of future designs on supportability is also discussed.

Donnellan, T. M.↗

Induction Bonding of Prepreg Tape and Titanium Foil

Hybrid structural laminates made of titanium foil and carbon fiber reinforced polymer composite offer a potential for improved performance in aircraft structural applications. To obtain information needed for the automated fabrication of hybrid laminates, a series of bench scale tests were conducted of the magnetic induction bonding of titanium foil and thermoplastic prepreg tape. Foil and prepreg specimens were placed in the gap of a toroid magnet mounted in a bench press. Several magnet power supplies were used to study power at levels from 0.5 to 1.75 kW and frequencies from 50 to 120 kHz. Sol-gel surface-treated titanium foil, 0.0125 cm thick, and PIXA/IM7 prepreg tape were used in several lay-up configurations. Data were obtained on wedge peel bond strength, heating rate, and temperature ramp over a range of magnet power levels and frequencies at different "power-on" times for several magnet gap dimensions. These data will be utilized in assessing the potential for automated processing. Peel strengths of foil-tape bonds depended on the maximum temperature reached during heating and on the applied pressure. Maximum peel strengths were achieved at 1.25kW and 8OkHz. Induction heating of the foil appears to be capable of good bonding up to 10 plies of tape. Heat transfer calculations indicate that a 20-40 C temperature difference exists across the tape thickness during heat-up.

Messier, Bernadette C.↗

Curing Composite Materials Using Lower-Energy Electron Beams

In an improved method of fabricating composite-material structures by laying up prepreg tapes (tapes of fiber reinforcement impregnated by uncured matrix materials) and then curing them, one cures the layups by use of beams of electrons having kinetic energies in the range of 200 to 300 keV. In contrast, in a prior method, one used electron beams characterized by kinetic energies up to 20 MeV. The improved method was first suggested by an Italian group in 1993, but had not been demonstrated until recently. With respect to both the prior method and the present improved method, the impetus for the use of electron- beam curing is a desire to avoid the high costs of autoclaves large enough to effect thermal curing of large composite-material structures. Unfortunately, in the prior method, the advantages of electron-beam curing are offset by the need for special walls and ceilings on curing chambers to shield personnel from x rays generated by impacts of energetic electrons. These shields must be thick [typically 2 to 3 ft (about 0.6 to 0.9 m) if made of concrete] and are therefore expensive. They also make it difficult to bring large structures into and out of the curing chambers. Currently, all major companies that fabricate composite-material spacecraft and aircraft structures form their layups by use of automated tape placement (ATP) machines. In the present improved method, an electron-beam gun is attached to an ATP head and used to irradiate the tape as it is pressed onto the workpiece. The electron kinetic energy between 200 and 300 keV is sufficient for penetration of the ply being laid plus one or two of the plies underneath it. Provided that the electron-beam gun is properly positioned, it is possible to administer the required electron dose and, at the same time, to protect personnel with less shielding than is needed in the prior method. Adequate shielding can be provided by concrete walls 6 ft (approximately equal to 1.8 m) high and 16 in. (approximately equal to 41 cm) thick, without a ceiling. The success of the present method depends on the use of a cationic epoxy as the matrix material in the prepreg tape, heating the prepreg tape to a temperature of 50 C immediately prior to layup, and exposing the workpiece to an electron-beam dose of approximately 2 Mrad. Experiments have shown that structures fabricated by the present method have the same mechanical properties as those of nominally identical structures fabricated by the prior method with electron beams of 3 to 4 MeV.

Byrne, Catherine A.↗

Reproducibility of structural strength and stiffness for graphite-epoxy aircraft spoilers

Structural strength reproducibility of graphite epoxy composite spoilers for the Boeing 737 aircraft was evaluated by statically loading fifteen spoilers to failure at conditions simulating aerodynamic loads. Spoiler strength and stiffness data were statistically modeled using a two parameter Weibull distribution function. Shape parameter values calculated for the composite spoiler strength and stiffness were within the range of corresponding shape parameter values calculated for material property data of composite laminates. This agreement showed that reproducibility of full scale component structural properties was within the reproducibility range of data from material property tests.

Howell, W. E.↗

Advanced fiber placement of composite fuselage structures

The Hercules/NASA Advanced Composite Technology (ACT) program will demonstrate the low cost potential of the automated fiber placement process. The Hercules fiber placement machine was developed for cost effective production of composite aircraft structures. The process uses a low cost prepreg tow material form and achieves equivalent laminate properties to structures fabricated with prepreg tape layup. Fiber placement demonstrations planned for the Hercules/NASA program include fabrication of stiffened test panels which represent crown, keel, and window belt segments of a typical transport aircraft fuselage.

Anderson, Robert L.↗

The combined effects of stress and moisture on the structural integrity of composites

A variational approach is used to model the moisture content and distribution profiles which cause swelling in polymers and composites which are used as aircraft structural components. The moisture intrusion stems from humidity, which makes the problem one of diffusion of mass from the environment into a semiinfinite plate with a given diffusion coefficient and thickness. Lagrangian, ordinary differential equations are defined for the mass diffusion, including driving force, mass potential and volume dissipation expressions. Account is taken of the effects of stress on diffusivity, including the dilatational stress caused by inhomogeneous swelling of the material. It is noted that material near the top and bottom of a part undergoes the most swelling, and the evolution of moisture diffusion in the materials is traced. Finally, experimental data are used to define differential equations for predicting the final moisture distribution within the material.

Hiel, C.↗

A proposed USAF fatigue evaluation program based upon recent systems experience

The United States Air Force has published a document entitled Aircraft Structural Integrity Program. One phase of the program is concerned with the fatigue life certification of all types of military aircraft. The document describes the criteria, analyses, and tests that are necessary in order to satisfy the USAF fatigue life requirement. Some recent and valid criticism has been directed toward the document, particularly the fatigue-life requirements contained in it. Some changes are proposed based on surveys conducted in the United States and abroad as well as some recent systems' experience. The surveys covered both military and civilian organizations. The fatigue certification case histories of selected military and commercial aircraft are presented. The design development element tests, preproduction design verification tests, and full-scale fatigue tests of each are described. A brief status report on the revisions to the MIL-A-008860 series specifications is included.

Haviland, G. P.↗

Electro-optical flight deflection measurement system

This paper describes an electrooptical flight-deflection measurement system (FDMS) developed for use on highly-maneuverable-aircraft-technology (HiMAT) RPV flight research program. The FDMS provides in-flight measurements of the aircraft structural deflections and magnetic-tape recordings for automated data processing. The capabilities and limitations, requirements for installation on an aircraft, analytical considerations, and typical flight data acquired from the HiMAT research program are examined. The flight data indicate that the background light is the major obstacle to acquiring high-quality data and that the relationship between the target displacement and the output of the FDMS is nonlinear; however, the nonlinear effects can be minimized with judicious planning of the installation of the FDMS on the aircraft. Excellent flight deflection data were obtained from both the HiMAT and X-29 A flight research program with very little data lost as a result of encounters with severe background light.

Deangelis, V. Michael↗

Advanced structures technology and aircraft safety

NASA research and development on advanced aeronautical structures technology related to flight safety is reviewed. The effort is categorized as research in the technology base and projects sponsored by the Aircraft Energy Efficiency (ACEE) Project Office. Base technology research includes mechanics of composite structures, crash dynamics, and landing dynamics. The ACEE projects involve development and fabrication of selected composite structural components for existing commercial transport aircraft. Technology emanating from this research is intended to result in airframe structures with improved efficiency and safety.

Mccomb, H. G., Jr.↗

Residual Strength Characterization of a Curved Integrally-Stiffened Panel

Over the years, Finite-element fracture simulation methodology has been very well established at NASA Langley to predict the residual strength of damaged aircraft structures. This methodology has been experimentally verified at NASA Langley for structures ranging from laboratory coupons up to full-scale built-up structural components with single and multiple-site damage cracking. The methodology uses the critical crack-tip-opening-angle (CTOA) fracture criterion to characterize the fracture behavior of the material. The CTOA fracture criterion assumes that stable crack growth occurs when the crack-tip angle reaches a constant critical value. The use of the CTOA criterion requires an elastic-plastic, finite-element analysis. The critical CTOA value is determined by simulating fracture behavior in laboratory specimens, such as a compact specimen, to obtain the angle that best fits the observed test behavior. The critical CTOA value appears to be independent of loading, crack length, and in-plane dimensions. However, it is a function of material thickness and local crack-front constraint. Modeling the local constraint requires either a three-dimensional analysis or a two-dimensional analysis with an approximation to account for the constraint effects. In recent times as the aircraft industry is leaning towards monolithic structures with the intension of reducing part count and manufacturing cost, there has been a consistent effort at NASA Langley to extend critical CTOA based numerical methodology in the analysis of integrally-stiffened panels. In this regard, a series of fracture tests were conducted on curved aluminum-alloy integrally-stiffened panels. These curved panels were subjected to uniaxial tension and pressure loading. During the test, applied load-crack extension, out-of-plane displacements and local deformations around the crack tip region were measured. Compact and middle-crack tension specimens were tested to determine the critical angle (psi(sub c) using three-dimensional code (ZIP3D) and the plane-strain core height (h(sub c)) using two-dimensional code (STAGS).

Seshadri, B. R.↗

Oblique Wing Remotely Piloted Research Aircraft. Volume 1: Development

The NASA Ames/DSI oblique wing remotely piloted research aircraft is a highly unusual, variable remotely piloted vehicle whose configuration and capabilities are the result of certain initial design guidelines that, in terms of conventional aircraft structures and configurations, would be considered to be contradictory and unachievable. Accordingly, the novel design of the yawed wing RPV is at odds in many respects with conventional aircraft practice. Novelty, then, forms the first, unwritten, design guideline. This design is intended to move away from convention in geometry, structure, and materials. The specific guidelines followed in the design of the yawed wing RPV and a short discussion of the impact of each on the configuration of the vehicle are presented.

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CAVE3: A general transient heat transfer computer code utilizing eigenvectors and eigenvalues

The method of solution is a hybrid analytical numerical technique which utilizes eigenvalues and eigenvectors. The method is inherently stable, permitting large time steps even with the best of conductors with the finest of mesh sizes which can provide a factor of five reduction in machine time compared to conventional explicit finite difference methods when structures with small time constants are analyzed over long time periods. This code will find utility in analyzing hypersonic missile and aircraft structures which fall naturally into this class. The code is a completely general one in that problems involving any geometry, boundary conditions and materials can be analyzed. This is made possible by requiring the user to establish the thermal network conductances between nodes. Dynamic storage allocation is used to minimize core storage requirements. This report is primarily a user's manual for CAVE3 code. Input and output formats are presented and explained. Sample problems are included which illustrate the usage of the code as well as establish the validity and accuracy of the method.

Palmieri, J. V.↗

Materials for the General Aviation Industry: Effect of Environment on Mechanical Properties of Glass Fabric/Rubber Toughened Vinyl Ester Laminates

A screening evaluation is being conducted to determine the performance of several glass fabric/vinyl ester composite material systems for use in primary General Aviation aircraft structures. In efforts to revitalize the General Aviation industry, the Integrated Design and Manufacturing Work Package for General Aviation Airframe and Propeller Structures is seeking to develop novel composite materials and low-cost manufacturing methods for lighter, safer and more affordable small aircraft. In support of this Work Package, this study is generating material properties for several glass fabric/rubber toughened vinyl ester composite systems and investigates the effect of environment on property retention. All laminates are made using the Seemann Composites Resin Infusion Molding Process (SCRIMP), a potential manufacturing method for the General Aviation industry.

McBride, Timothy M.↗

Composite structural materials

The promise of filamentary composite materials, whose development may be considered as entering its second generation, continues to generate intense interest and applications activity. Fiber reinforced composite materials offer substantially improved performance and potentially lower costs for aerospace hardware. Much progress has been achieved since the initial developments in the mid 1960's. Rather limited applications to primary aircraft structure have been made, however, mainly in a material-substitution mode on military aircraft, except for a few experiments currently underway on large passenger airplanes in commercial operation. To fulfill the promise of composite materials completely requires a strong technology base. NASA and AFOSR recognize the present state of the art to be such that to fully exploit composites in sophisticated aerospace structures, the technology base must be improved. This, in turn, calls for expanding fundamental knowledge and the means by which it can be successfully applied in design and manufacture.

Ansell, G. S.↗

User's Guide for ENSAERO_FE Parallel Finite Element Solver

A high fidelity parallel static structural analysis capability is created and interfaced to the multidisciplinary analysis package ENSAERO-MPI of Ames Research Center. This new module replaces ENSAERO's lower fidelity simple finite element and modal modules. Full aircraft structures may be more accurately modeled using the new finite element capability. Parallel computation is performed by breaking the full structure into multiple substructures. This approach is conceptually similar to ENSAERO's multizonal fluid analysis capability. The new substructure code is used to solve the structural finite element equations for each substructure in parallel. NASTRANKOSMIC is utilized as a front end for this code. Its full library of elements can be used to create an accurate and realistic aircraft model. It is used to create the stiffness matrices for each substructure. The new parallel code then uses an iterative preconditioned conjugate gradient method to solve the global structural equations for the substructure boundary nodes.

Eldred, Lloyd B.↗

Criteria for structural test

The results of a study to define criteria and techniques of design, analysis and test which permit the use of a single major structural test article for performing dynamic, fatigue, and static testing are presented. The criteria developed is applicable to both space vehicles and aircraft structures operating in the subsonic or supersonic regime. The feasibility of such an approach was demonstrated by defining test interactions, compatibilities and incompatibilities between the three different types of tests. The results of the study indicate that the single test article concept is feasible with a testing sequence of dynamic test followed by a fatigue and static test.

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