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NASA NTRSDate not supplied

Near Infrared In-situ Measurements for the Detection of Keyhole Porosity in Autogenous Ti-6AL-4V Welds

Certification of additive manufactured metal parts requires nondestructive evaluation (NDE) to ensure build quality. NDE can be performed during the build process or post build. For large parts with complex geometries, post build NDE can be challenging. In-situ NDE potentially provides a way to perform the inspection layer by layer. This work explores the use of a high speed near infrared (NIR) camera that is focused in-line with a laser to obtain high spatial and temporal resolution thermal imagery of the melt pool and associated cooling areas. The thermal data is obtained during a laser melting process using Ti-6AL-4V plate and of particular interest is the detection of keyhole porosity. Keyhole porosity can result from non-optimal build conditions, such as excessive laser power at a given laser scanning speed, that creates an entrapped bubble. The NIR measured melt pool and cooling areas are processed to detect keyhole porosity. The results are compared to X-ray CT results for validation.

additive manufacturing↗

NASA NTRSDate not supplied

Near Infrared In-situ Measurements for the Detection of Keyhole Porosity in Autogenous Ti-6AL-4V Welds

Certification of additive manufactured metal parts requires nondestructive evaluation (NDE) to ensure build quality. NDE can be performed during the build process or post build. For large parts with complex geometries, post build NDE can be challenging. In-situ NDE potentially provides a way to perform the inspection layer by layer. This work explores the use of a high speed near infrared (NIR) camera that is focused in-line with a laser to obtain high spatial and temporal resolution thermal imagery of the melt pool and associated cooling areas. The thermal data is obtained during a laser melting process using a Ti-6Al-4V plate and of particular interest is the detection of keyhole porosity. Keyhole porosity can result from non-optimal build conditions, such as excessive laser power at a given laser scanning speed, that creates an entrapped bubble. The NIR measured melt pool and cooling areas are processed to detect keyhole porosity. The results are compared to X-ray CT results for validation. Small keyhole pores buried deep were not detectable with this technique, however, some larger subsurface elongated pores along with some open surface pores did show some promise for detectability.

additive manufacturing↗

NASA NTRS2020

A Summary of Airframe Results from a Fokker F28 Full-Scale Crash Test

On June 20, 2019, a full-scale crash test was conducted on a Fokker F28 MK1000 aircraft as a part of a joint NASA / Federal Aviation Administration (FAA) research effort to investigate the crashworthiness characteristics of a Transport Category Aircraft (TCA), as defined by 14 Code of Federal Regulations, Part 25. The test was conducted at NASA Langley Research Center’s Landing and Impact Research Facility and was the third in a test series to further understand TCA crashworthiness characteristics. The test article featured 24 Anthropomorphic Test Devices (ATDs, a.k.a. crash test dummies), and over 700 channels of instrumentation covering major aircraft structures such as the wings, tail, nose, cockpit and cabin, along with recording seat, overhead bin and ATD accelerations. Five different U.S. Government agencies collaborated on the test including: NASA, the FAA, the U.S. Army Research Laboratory, the National Transportation Safety Board (NTSB) and the National Highway Traffic Safety Administration (NHTSA). This report will covertest article build up, which includes weight and balance measurements and pre-test laser scans. It will also cover the events of the test, which includes the test sequence of events and post-test damage inspections. Finally, it will show airframe level accelerations at all positions measured, with discussion on correlation to the airframe damage witnessed. The test build up consisted of outfitting the main cabin section of the aircraft with 24 ATDs seated in 12 rows of seats, overhead mass and the under floor cargo area with foam representing the luggage. The main cabin also included all of the onboard data system pallets, which recorded711 channels of data from the test. All major portions of the aircraft were instrumented, including locations at the floor / frame junction locations in the cabin where the ATDs were located along with other major exterior components such as the nose, the tail, each engine cowling, and at overhead hat rack ballast locations. The aircraft impacted a soil surface at65.3 ft/s horizontal and 31.8 ft/s vertical velocities. The aircraft plowed through the soil and slid a distance of 32.5 feet from the initial impact location. There was a secondary impact occurring 0.9 s due to the “slap down” of the nose during the post-impact response. The duration of the event from impact to rest was1.62 seconds. There was major structural damage in the lower fuselage areas around the Wingbox and Aft Fuselage sections. The Aft Fuselage section deformation caused some cabin intrusion from the keel beams pushing the aft cabin floor into the cabin. Other structural deformations occurred around the tail and at transition regions in the aircraft structure; mainly in locations of differing overall stiffness. The data obtained showed average vertical accelerations between 12 and 16 g with spikes reaching almost 40 g at certain floor locations. Average horizontal accelerations were approximately 10 g for all floor locations measured with spikes reaching approximately 25 g in some locations. The report includes a full set of results on aircraft deformation and accelerations along with discussions as to the effect on the aircraft structure.

Justin D Littell↗

NASA NTRS1999

The Effect of Penetration Depth on Thermal Contrast of NDT by Thermography

Nondestructive evaluation by Thermography (TNDE) is generally classified into two categories, the passive approach and the active approach. The passive approach is usually performed by measuring the natural temperature difference between the ambient and the material or structure to be tested. The active approach, on the other hand, requires the application of an external energy source to stimulate the material for inspection. A laser, a heater, a hot air blower, a high power thermal pulse, mechanical, or electromagnetic energy may provide the energy sources. For the external heating method to inspect materials for defects and imperfection at ambient temperature, a very short burst of heat can be introduced to one of the surfaces or slow heating of the side opposite to the side being observed. Due to the interruption of the heat flow through the defects, the thermal images will reveal the defective area by contrasting against the surrounding good materials. This technique is called transient Thermography, pulse video Thermography, or thermal wave imaging. As an empirical rule, the radius of the smallest defect should be at least one to two times larger than its depth under the surface. Thermography is being used to inspect void, debond, impact damage, and porosity in composite materials. It has been shown that most of the defects and imperfection can be detected. However, the current method of inspection using thermographic technique is more of an art than a practical scientific and engineering approach. The success rate of determining the defect location and defect type is largely depend on the experience of the person who operates thermography system and performs the inspection. The operator has to try different type of heat source, different duration of its application time, as well as experimenting with the thermal image acquisition time and interval during the inspection process. Further-more, the complexity of the lay-up and structure of composites makes it more difficult to determine the optimal operating condition for revealing the defects. In order to develop an optimal thermography inspection procedure, we must understand the thermal behavior inside the material subjected to transient heat in order to interpret the thermal images correctly. Fabrication of finite element models of characteristic defects in composite materials subjected to transient heat will enable the development of appropriate procedure for thermography inspection. Design of phantom defects could be modeled and behavior characterized prior to physically building these test parts. Since production of phantom test parts can be very time consuming and laborious, it is important to design good representative defects.

Chu, Tsuchin Philip↗

NASA NTRSDate not supplied

Towards Qualification and Certification of Laser Powder Bed Fusion Ti-6Al-4V with In-Situ Process Monitoring and Automated Defect Detection

Qualification and certification of laser powder bed fusion (LPBF) parts are two challenges that must be answered to ensure suitability for critical applications. In-situ monitoring using high frame rate thermal and conventional optical imaging sensors is applied to the LPBF build process. Currently, the large volume of data from such sensors becomes untenable for manual inspection in production environments. This presentation serves to address this in-situ monitoring deficiency in two ways. First, a framework for managing data streams from LPBF process monitoring sensors is described. Second, two candidate image analysis techniques are presented: one is a set of heuristics that are easily interpretable, and the other is an uninterpretable convolutional neural network. These strategies are compared in terms of performance, computational expense, and speed. These methodologies represent platforms for connecting processing conditions to process modeling efforts aligned with the qualification and certification mission for LPBF Ti-6Al-4V components.

Qualification↗

NASA NTRS2017

Robotic Technology Efforts at the NASA/Johnson Space Center

The NASA/Johnson Space Center has been developing robotic systems in support of space exploration for more than two decades. The goal of the Center's Robotic Systems Technology Branch is to design and build hardware and software to assist astronauts in performing their mission. These systems include: rovers, humanoid robots, inspection devices and wearable robotics. Inspection systems provide external views of space vehicles to search for surface damage and also maneuver inside restricted areas to verify proper connections. New concepts in human and robotic rovers offer solutions for navigating difficult terrain expected in future planetary missions. An important objective for humanoid robots is to relieve the crew of "dull, dirty or dangerous" tasks allowing them more time to perform their important science and exploration missions. Wearable robotics one of the Center's newest development areas can provide crew with low mass exercise capability and also augment an astronaut's strength while wearing a space suit. This presentation will describe the robotic technology and prototypes developed at the Johnson Space Center that are the basis for future flight systems. An overview of inspection robots will show their operation on the ground and in-orbit. Rovers with independent wheel modules, crab steering, and active suspension are able to climb over large obstacles, and nimbly maneuver around others. Humanoid robots, including the First Humanoid Robot in Space: Robonaut 2, demonstrate capabilities that will lead to robotic caretakers for human habitats in space, and on Mars. The Center's Wearable Robotics Lab supports work in assistive and sensing devices, including exoskeletons, force measuring shoes, and grasp assist gloves.

Diftler, Ron↗

NASA NTRS2017

Robotic Technology Efforts at the NASA/Johnson Space Center

The NASA/Johnson Space Center has been developing robotic systems in support of space exploration for more than two decades. The goal of the Center’s Robotic Systems Technology Branch is to design and build hardware and software to assist astronauts in performing their mission. These systems include: rovers, humanoid robots, inspection devices and wearable robotics. Inspection systems provide external views of space vehicles to search for surface damage and also maneuver inside restricted areas to verify proper connections. New concepts in human and robotic rovers offer solutions for navigating difficult terrain expected in future planetary missions. An important objective for humanoid robots is to relieve the crew of “dull, dirty or dangerous” tasks allowing them more time to perform their important science and exploration missions. Wearable robotics one of the Center’s newest development areas can provide crew with low mass exercise capability and also augment an astronaut’s strength while wearing a space suit.This presentation will describe the robotic technology and prototypes developed at the Johnson Space Center that are the basis for future flight systems. An overview of inspection robots will show their operation on the ground and in-orbit. Rovers with independent wheel modules, crab steering, and active suspension are able to climb over large obstacles, and nimbly maneuver around others. Humanoid robots, including the First Humanoid Robot in Space: Robonaut 2, demonstrate capabilities that will lead to robotic caretakers for human habitats in space, and on Mars. The Center’s Wearable Robotics Lab supports work in assistive and sensing devices, including exoskeletons, force measuring shoes, and grasp assist gloves.

Diftler, Ron↗

NASA NTRS1999

Sedimentological Investigations of the Martian Surface using the Mars 2001 Robotic Arm Camera and MECA Optical Microscope

The first microscopic sedimentological studies of the Martian surface will commence with the landing of the Mars Polar Lander (MPL) December 3, 1999. The Robotic Arm Camera (RAC) has a resolution of 25 um/p which will permit detailed micromorphological analysis of surface and subsurface materials. The Robotic Ann will be able to dig up to 50 cm below the surface. The walls of the trench will also be inspected by RAC to look for evidence of stratigraphic and / or sedimentological relationships. The 2001 Mars Lander will build upon and expand the sedimentological research begun by the RAC on MPL. This will be accomplished by: (1) Macroscopic (dm to cm): Descent Imager, Pancam, RAC; (2) Microscopic (mm to um RAC, MECA Optical Microscope (Figure 2), AFM This paper will focus on investigations that can be conducted by the RAC and MECA Optical Microscope.

Rice, J. W., Jr.↗

NASA NTRS2009

A Real-Time Microwave Camera at 24 GHz (K-Band}

The objective is to design and build a real-time microwave imaging system (i.e., camera) Microwave imaging offers tremendous potential in many applications: a) Inspection of low-loss composites, radomes, etc.; b) Detection and evaluation of corrosion under paint; c) Security, contraband detection. Raster scanning is slow and requires bulky mechanical systems. A real-time and portable imaging system can be extremely useful for rapid nondestructive testing of large structures.

Ghasr, M. T.↗

NASA NTRS2003

STS-114: Crew Training Clip from JSC

STS-114 Discovery crew is shown in various training exercises at Johnson Space Center. The crew consists of Eileen Collins, Commander; James Kelley, Pilot; Charles Camarda, Mission Specialist; Wendy Lawrence, Mission Specialist; Soichi Noguchi, Mission Specialist; Steve Robinson, Mission Specialist; and Andy Thomas, Mission Specialist. The exercises include: 1) EVA training in the VR lab; 2) Neutral Buoyancy Laboratory (NBL) EVA Training; 3) Walk to Motion Base Simulator; 4) EVA Preparations in ISS Airlock; and 7) Emergency Egress from Crew Compartment Trainer (CCT). A crew photo session is also presented. Footage of The Space Shuttle Atlantis inside the Kennedy Space Center Vehicle Assembly Building (VAB) after its demating from the Solid Rocket Booster and External Tank is shown. The video ends with techniques for inspecting and repairing Thermal Protection System tiles, a video of external tank production at the Michoud Assembly Facility (MAF) and redesign of the foam from the bipod ramp at Michoud Assembly Facility (MAF).

Source record↗

NASA NTRS2018

More Efficient Precipitation Rate Data Acquisition with the STORM Swath-Based Analysis Tool

A multitude of locations exist for acquiring satellite-derived precipitation rate data. Because the volume of data exceeds what can reasonably be analyzed manually, online tools have been developed to help researchers make more informed data acquisition decisions. Some interfaces provide sample images generated from prioritized variables to enable efficient visual inspection, while others include the ability to subset geographically to reduce the volume of the data to the area of interest. Building upon such value-added services is the STORM (the NASA Precipitation Processing System (PPS) data product ordering system) Swath-Based Analysis Tool (https://storm.pps.eosdis.nasa.gov/storm/Analysis.jsp). With it, users can compare overflights of multiple precipitation satellites simultaneously and from this make determinations about which swaths will best serve their research. They can preview these overflights with two distinct visualization tools. Finally, they can then download geographically subset swaths that have precipitation rate characteristics matching their research needs. A user starts by making up to six selections. They then select their date range of interest going back to 1997. Finally, they select a geographical region either by inputting latitude-longitude corners of a rectangle or drawing that rectangle on an interactive map. The system processes each file, determining aggregate statistics about the precipitation rates within the selected region as observed by each instrument. These statistical values are added to a time series graph as a "time remaining" counter is continuously updated. The chart is fully interactive, with detailed values displayed upon mouseover, and numerous options available upon clicking each point. Since the user is likely to need the relevant files for their own research, they can generate an order from their request. All files are geographically subset to the region of interest, and the user can use the statistical values to limit which files are added to the order. This flexibility helps to ensure researchers are only downloading the files they need for their work, making for a more efficient process both from a time-consumption and a storage perspective. This paper will introduce the Swath-Based Analysis Tool and explore its numerous features. It will discuss several use cases for precipitation scientists.

remote sensing↗

NASA NTRS2007

NDE Development for Inspection of the Ares I Crew Launch Vehicle

NASA is designing a new crewed launch vehicle called Ares I to replace the Space Shuttle after its scheduled retirement in 2010. This new launch vehicle will build on the Shuttle technology in many ways including using a first stage based upon the Space Shuttle Solid Rocket Booster, advanced aluminum alloys for the second stage tanks, and friction stir welding to assemble the second stage. Friction stir welding uses a spinning pin that is inserted in the joint between two panels that are to be welded. The pin mechanically mixes the metal together below the melting temperature to form the weld. Friction stir welding allows high strength joints in metals that would otherwise lose much of their strength as they are melted during the fusion welding process. One significant change from the Space Shuttle that impacts NDE is the implementation of self-reacting friction stir welding for non-linear welds on the primary metallic structure. The self-reacting technique differs from the conventional technique because the load of the pin tool pressing down on the metal being joined is reacted by a nut on the end of the tool rather than an anvil behind the part. No spacecraft has ever flown with a self-reacting friction stir weld, so this is a major advancement in the manufacturing process, bringing with it a whole new set of challenges for NDE to overcome. Another impact is the proposed usage of an aluminum face sheet, phenolic honeycomb sandwich structure for a common bulkhead between the fuel and oxidizer tanks. This design was used on the second stage of Saturn IB and the second and third stages of Saturn V, but both the manufacturing and subsequent inspection were very costly and time consuming so a more efficient inspection method is sought. The current state of development of these inspections will be presented, along with other information pertinent to NDE of the Ares I.

Richter, Joel↗

NASA NTRS2001

Bitsy Thinks Big

AeroAstro, of Herndon, Virginia, developed a nanospacecraft core module capable of developing recyclable spacecraft designs using standard interfaces. From this core module, known as the Bitsy(TM) kernel, custom spacecraft are able to connect mission-specific instruments and subsystems for variation in mission usage. The nanospacecraft core module may be used in conjunction with an existing microsatellite bus or customized to meet specific requirements. Building on this premise, AeroAstro has developed a line of satellite communications equipment, sun sensors, and Lithium-Ion batteries which are all incorporated in its complete line of mission-specific nanospacecraft. The Bitsy technology is also a key component in AeroAstro#s satellite inspection products and orbital transfer services. In the future, AeroAstro plans to market an even less expensive version of the Bitsy technology. The plan, which is targeted to universities, markets a sort of "satellite in a kit," for less than $1 million. This technology would allow universities to build true space hardware for a fraction of the cost of launching a regular satellite.

Source record↗

NASA NTRS2010

Development of Weld Inspection of the Ares I Crew Launch Vehicle Upper Stage

NASA is designing a new crewed launch vehicle called Ares I to replace the Space Shuttle after its scheduled retirement in 2010. This new launch vehicle will build on the Shuttle technology in many ways including using a first stage based upon the Space Shuttle Solid Rocket Booster, advanced aluminum alloys for the second stage tanks, and friction stir welding to assemble the second stage. Friction stir welding uses a spinning pin that is inserted in the joint between two panels that are to be welded. The pin mechanically mixes the metal together below the melting temperature to form the weld. Friction stir welding allows high strength joints in metals that would otherwise lose much of their strength as they are melted during the fusion welding process. One significant change from the Space Shuttle that impacts NDE is the implementation of self-reacting friction stir welding for non-linear welds on the primary metallic structure. The self-reacting technique differs from the conventional technique because the load of the pin tool pressing down on the metal being joined is reacted by a nut on the end of the tool rather than an anvil behind the part. No spacecraft has ever flown with a self-reacting friction stir weld, so this is a major advancement in the manufacturing process, bringing with it a whole new set of challenges for NDE to overcome. The metal microstructure and possible defects are different from other weld processes. Friction plug welds will be used to close out the hole remaining in the radial welds when friction stir welded. This plug welding also has unique challenges in inspection. The current state of development of these inspections will be presented, along with other information pertinent to NDE of the Ares I.

Russell, Sam↗

NASA NTRSDate not supplied

Challenges in Scaling Analysis from Coupons to Elements in 3D Woven Composites for a Launch Vehicle End-Ring Structure

The limitations of structural design with 3D woven composites based on homogenized material models characterized using coupon test data, representative unit cell analysis, or a combination of the two are discussed in the context of a space launch system (SLS)-scale end ring. Selected building block test configurations at the coupon, element, and subcomponent scales are described in detail. Highly instrumented tests and X-ray computed tomography inspections are used to characterize the structural behavior and associated damage progression with increasing load. It is shown that a single homogenized material constitutive relationship, applied at coupon and element scale, is not sufficient to model the structural response observed in both tests. In fact, substantially different stress-strain laws are required to predict the response of the coupon and element scale specimens, despite similar loading conditions. A model with discrete representation of the binder tows and cohesive interfaces to model matrix cracking shows much better agreement with the test data at the two length scales. Thus, evidence is provided showing that predictive structural analysis of 3D woven composites requires discrete representation of the tows, matrix cracking morphology, and their interactions in the structural configuration. With accurate knowledge of the element scale behavior, engineering approximations readily enable analysis scale-up to the subcomponent level.

Andrew C Bergan↗

NASA NTRS1985

Overview od STS ground operations/orbiter turnaround STS-1 through STS-7

A review of STS-1 processing is presented as a reference for Shuttle processing time and the magnitude of the associated modifications, discrepancies, technical requirements, and ground systems activities. STS-1 processing provided the basis from which a plan to perform operational turnaround was established. Turnaround processing for Launch and Landing are treated separately to depict more clearly the progress made to reduce turnaround time and manhours expended. Turnaround time was reduced from 187 days for STS-2 to 60 days for STS-7 and landing turnaround was reduced from 14 days to 5 days. Modifications were reduced from 114 to 51. Requirements changes for launch readiness verification were reduced from 536 to 107. Special tests or inspections were reduced from 292 to 52. Anomalies resolved concurrent with processing were reduced from 13,000 to 4,000. Integration in the Vehicle Assembly Building (VAB) is about 10 percent of the flow, and Launch Pad operations comprise 40 percent of the turnaround. The work force has matured and has demonstrated the capability to perform planned and contingency operations. The turnaround program is fast approaching the goal of becoming operational.

Schwartz, R.↗

NASA NTRS2011

Solid Rocket Booster (SRB) - Evolution and Lessons Learned During the Shuttle Program

The Solid Rocket Booster (SRB) element integrates all the subsystems needed for ascent flight, entry, and recovery of the combined Booster and Motor system. These include the structures, avionics, thrust vector control, pyrotechnic, range safety, deceleration, thermal protection, and retrieval systems. This represents the only human-rated, recoverable and refurbishable solid rocket ever developed and flown. Challenges included subsystem integration, thermal environments and severe loads (including water impact), sometimes resulting in hardware attrition. Several of the subsystems evolved during the program through design changes. These included the thermal protection system, range safety system, parachute/recovery system, and others. Obsolescence issues occasionally required component recertification. Because the system was recovered, the SRB was ideal for data and imagery acquisition, which proved essential for understanding loads and system response. The three main parachutes that lower the SRBs to the ocean are the largest parachutes ever designed, and the SRBs are the largest structures ever to be lowered by parachutes. SRB recovery from the ocean was a unique process and represented a significant operational challenge; requiring personnel, facilities, transportation, and ground support equipment. The SRB element achieved reliability via extensive system testing and checkout, redundancy management, and a thorough postflight assessment process. Assembly and integration of the booster subsystems was a unique process and acceptance testing of reused hardware components was required for each build. Extensive testing was done to assure hardware functionality at each level of stage integration. Because the booster element is recoverable, subsystems were available for inspection and testing postflight, unique to the Shuttle launch vehicle. Problems were noted and corrective actions were implemented as needed. The postflight assessment process was quite detailed and a significant portion of flight operations. The SRBs provided fully redundant critical systems including thrust vector control, mission critical pyrotechnics, avionics, and parachute recovery system. The design intent was to lift off with full redundancy. On occasion, the redundancy management scheme was needed during flight operations. This paper describes some of the design challenges, how the design evolved with time, and key areas where hardware reusability contributed to improved system level understanding.

Kanner, Howard S.↗

NASA NTRS2011

Solid Rocket Booster (SRB) Flight System Integration at Its Best

The Solid Rocket Booster (SRB) element integrates all the subsystems needed for ascent flight, entry, and recovery of the combined Booster and Motor system. These include the structures, avionics, thrust vector control, pyrotechnic, range safety, deceleration, thermal protection, and retrieval systems. This represents the only human-rated, recoverable and refurbishable solid rocket ever developed and flown. Challenges included subsystem integration, thermal environments and severe loads (including water impact), sometimes resulting in hardware attrition. Several of the subsystems evolved during the program through design changes. These included the thermal protection system, range safety system, parachute/recovery system, and others. Because the system was recovered, the SRB was ideal for data and imagery acquisition, which proved essential for understanding loads, environments and system response. The three main parachutes that lower the SRBs to the ocean are the largest parachutes ever designed, and the SRBs are the largest structures ever to be lowered by parachutes. SRB recovery from the ocean was a unique process and represented a significant operational challenge; requiring personnel, facilities, transportation, and ground support equipment. The SRB element achieved reliability via extensive system testing and checkout, redundancy management, and a thorough postflight assessment process. However, the in-flight data and postflight assessment process revealed the hardware was affected much more strongly than originally anticipated. Assembly and integration of the booster subsystems required acceptance testing of reused hardware components for each build. Extensive testing was done to assure hardware functionality at each level of stage integration. Because the booster element is recoverable, subsystems were available for inspection and testing postflight, unique to the Shuttle launch vehicle. Problems were noted and corrective actions were implemented as needed. The postflight assessment process was quite detailed and a significant portion of flight operations. The SRBs provided fully redundant critical systems including thrust vector control, mission critical pyrotechnics, avionics, and parachute recovery system. The design intent was to lift off with full redundancy. On occasion, the redundancy management scheme was needed during flight operations. This paper describes some of the design challenges and technical issues, how the design evolved with time, and key areas where hardware reusability contributed to improved system level understanding.

Wood, T. David↗