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NASA NTRS2004

Associative Flow Rule Used to Include Hydrostatic Stress Effects in Analysis of Strain-Rate-Dependent Deformation of Polymer Matrix Composites

designing reliable composite engine cases that are lighter than the metal cases in current use. The types of polymer matrix composites that are likely to be used in such an application have a deformation response that is nonlinear and that varies with strain rate. The nonlinearity and the strain-rate dependence of the composite response are due primarily to the matrix constituent. Therefore, in developing material models to be used in the design of impact-resistant composite engine cases, the deformation of the polymer matrix must be correctly analyzed. However, unlike in metals, the nonlinear response of polymers depends on the hydrostatic stresses, which must be accounted for within an analytical model. By applying micromechanics techniques along with given fiber properties, one can also determine the effects of the hydrostatic stresses in the polymer on the overall composite deformation response. First efforts to account for the hydrostatic stress effects in the composite deformation applied purely empirical methods that relied on composite-level data. In later efforts, to allow polymer properties to be characterized solely on the basis of polymer data, researchers at the NASA Glenn Research Center developed equations to model the polymers that were based on a non-associative flow rule, and efforts to use these equations to simulate the deformation of representative polymer materials were reasonably successful. However, these equations were found to have difficulty in correctly analyzing the multiaxial stress states found in the polymer matrix constituent of a composite material. To correct these difficulties, and to allow for the accurate simulation of the nonlinear strain-rate-dependent deformation analysis of polymer matrix composites, in the efforts reported here Glenn researchers reformulated the polymer constitutive equations from basic principles using the concept of an associative flow rule. These revised equations were characterized and validated in an experimental program carried out through a university grant with the Ohio State University, wherein tensile and shear deformation data were obtained for a representative polymer for strain rates ranging from quasi-static to high rates of several hundred per second. Tensile deformation data also were obtained over a variety of strain rates and fiber orientation angles for a representative polymer matrix composite composed using the polymer.

Goldberg, Robert K.↗

NASA NTRS2009

Integrated Multilayer Insulation

Integrated multilayer insulation (IMLI) is being developed as an improved alternative to conventional multilayer insulation (MLI), which is more than 50 years old. A typical conventional MLI blanket comprises between 10 and 120 metallized polymer films separated by polyester nets. MLI is the best thermal- insulation material for use in a vacuum, and is the insulation material of choice for spacecraft and cryogenic systems. However, conventional MLI has several disadvantages: It is difficult or impossible to maintain the desired value of gap distance between the film layers (and consequently, it is difficult or impossible to ensure consistent performance), and fabrication and installation are labor-intensive and difficult. The development of IMLI is intended to overcome these disadvantages to some extent and to offer some additional advantages over conventional MLI. The main difference between IMLI and conventional MLI lies in the method of maintaining the gaps between the film layers. In IMLI, the film layers are separated by what its developers call a micro-molded discrete matrix, which can be loosely characterized as consisting of arrays of highly engineered, small, lightweight, polymer (typically, thermoplastic) frames attached to, and placed between, the film layers. The term "micro-molded" refers to both the smallness of the frames and the fact that they are fabricated in a process that forms precise small features, described below, that are essential to attainment of the desired properties. The term "discrete" refers to the nature of the matrix as consisting of separate frames, in contradistinction to a unitary frame spanning entire volume of an insulation blanket.

Dye, Scott↗

NASA NTRS2015

A Fully Non-Metallic Gas Turbine Engine Enabled by Additive Manufacturing Part I: System Analysis, Component Identification, Additive Manufacturing, and Testing of Polymer Composites

The research and development activities reported in this publication were carried out under NASA Aeronautics Research Institute (NARI) funded project entitled "A Fully Nonmetallic Gas Turbine Engine Enabled by Additive Manufacturing." The objective of the project was to conduct evaluation of emerging materials and manufacturing technologies that will enable fully nonmetallic gas turbine engines. The results of the activities are described in three part report. The first part of the report contains the data and analysis of engine system trade studies, which were carried out to estimate reduction in engine emissions and fuel burn enabled due to advanced materials and manufacturing processes. A number of key engine components were identified in which advanced materials and additive manufacturing processes would provide the most significant benefits to engine operation. The technical scope of activities included an assessment of the feasibility of using additive manufacturing technologies to fabricate gas turbine engine components from polymer and ceramic matrix composites, which were accomplished by fabricating prototype engine components and testing them in simulated engine operating conditions. The manufacturing process parameters were developed and optimized for polymer and ceramic composites (described in detail in the second and third part of the report). A number of prototype components (inlet guide vane (IGV), acoustic liners, engine access door) were additively manufactured using high temperature polymer materials. Ceramic matrix composite components included turbine nozzle components. In addition, IGVs and acoustic liners were tested in simulated engine conditions in test rigs. The test results are reported and discussed in detail.

acoustic liners↗

NASA NTRS1985

Tribological systems as applied to aircraft engines

Tribological systems as applied to aircraft are reviewed. The importance of understanding the fundamental concepts involved in such systems is discussed. Basic properties of materials which can be related to adhesion, friction and wear are presented and correlated with tribology. Surface processes including deposition and treatment are addressed in relation to their present and future application to aircraft components such as bearings, gears and seals. Lubrication of components with both liquids and solids is discussed. Advances in both new liquid molecular structures and additives for those structures are reviewed and related to the needs of advanced engines. Solids and polymer composites are suggested for increasing use and ceramic coatings containing fluoride compounds are offered for the extreme temperatures encountered in such components as advanced bearings and seals.

Buckley, D. H.↗

NASA NTRS1994

Micro-measurements of mechanical properties for adhesives and composites using digital imaging technology

The need for a constituent based durability or accelerated life prediction procedure to be used for the engineering design of polymer matrix composites is discussed in the light of current plans for the High Speed Civil Transport (HSCT) concerns about the U.S. infrastructure (bridges, pipelines, etc.) and other technological considerations of national concern. It is pointed out that good measurement procedures for insitu resin properties are needed for both adhesives and composites. A double cantilever beam (DCB) specimen which shows promise for the easy determination of adhesive shear properties is presented and compared with measurements of strains within the bondline using a new optical digital imaging micro-measurement system (DIMMS). The DCB specimen is also used to assess damage in a bonded joint using a dynamic mechanical thermal analysis system (DMTA). The possible utilization of the same DIMMS and DMTA procedures to determine the insitu properties of the resin in a composite specimen are discussed as well as the use of the procedures to evaluate long term mechanical and physical aging. Finally, a discussion on the state-of-the art of the measurement of strains in micron and sub-micron domains is given.

Brinson, Hal F.↗

NASA NTRS2000

Chronic recording of regenerating VIIIth nerve axons with a sieve electrode

A micromachined silicon substrate sieve electrode was implanted within transected toadfish (Opsanus tau) otolith nerves. High fidelity, single unit neural activity was recorded from seven alert and unrestrained fish 30 to 60 days after implantation. Fibrous coatings of genetically engineered bioactive protein polymers and nerve guide tubes increased the number of axons regenerating through the electrode pores when compared with controls. Sieve electrodes have potential as permanent interfaces to the nervous system and to bridge missing connections between severed or damaged nerves and muscles. Recorded impulses might also be amplified and used to control prosthetic devices.

NASA Discipline Neuroscience↗

NASA NTRS2007

Polymeric Materials for Aerospace Power and Propulsion: Overview of Polymer Research at NASA Glenn

Weight, durability and performance are all major concerns for any NASA mission. Use of lightweight materials, such as fiber reinforced polymer matrix composites can lead to significant reductions in vehicle weight and improvements in vehicle performance. Research in the Polymeric Materials Branch at NASA Glenn is focused on improving the durability, properties, processability and performance of polymeric materials by utilizing both conventional polymer science and engineering as well as nanotechnology and bioinspired approaches. This presentation will provide an overview of these efforts and highlight recent progress.

Meador, Michael A.↗

NASA NTRS2008

Polymeric Materials for Aerospace Power and Propulsion-NASA Glenn Overview

Use of lightweight materials in aerospace power and propulsion components can lead to significant reductions in vehicle weight and improvements in performance and efficiency. Polymeric materials are well suited for many of these applications, but improvements in processability, durability and performance are required for their successful use in these components. Polymers Research at NASA Glenn is focused on utilizing a combination of traditional polymer science and engineering approaches and nanotechnology to develop new materials with enhanced processability, performance and durability. An overview of these efforts will be presented.

Meador, Michael A.↗

NASA NTRS2000

Erosion Coatings for High-Temperature Polymer Composites: A Collaborative Project With Allison Advanced Development Company

The advantages of replacing metals in aircraft turbine engines with high-temperature polymer matrix composites (PMC's) include weight savings accompanied by strength improvements, reduced part count, and lower manufacturing costs. Successfully integrating high-temperature PMC's into turbine engines requires several long-term characteristics. Resistance to surface erosion is one rarely reported property of PMC's in engine applications because PMC's are generally softer than metals and their erosion resistance suffers. Airflow rates in stationary turbine engine components typically exceed 2.3 kg/sec at elevated temperatures and pressures. In engine applications, as shown in the following photos, the survivability of PMC components is clearly a concern, especially when engine and component life-cycle requirements become longer. Although very few publications regarding the performance of erosion coatings on PMC's are available particularly in high-temperature applications the use of erosion-resistant coatings to significantly reduce wear on metallic substrates is well documented. In this study initiated by the NASA Glenn Research Center at Lewis Field, a low-cost (less than $140/kg) graphite-fiber-reinforced T650 35/PMR 15 sheet-molding compound was investigated with various coatings. This sheet-molding compound has been compression molded into many structurally complicated components, such as shrouds for gas turbine inlet housings and gearboxes. Erosion coatings developed for PMC s in this study consisted of a two-layered system: a bondcoat sprayed onto a cleaned PMC surface, followed by an erosion-resistant, hard topcoat sprayed onto the bondcoat as shown in following photomicrograph. Six erosion coating systems were evaluated for their ability to withstand harsh thermal cycles, erosion resistance (ASTM G76 83 "Standard Practice for Conducting Erosion Tests by Solid Particle Impingement Using Gas Jets") using Al2O3, and adhesion to the graphite fiber polyimide composite (ASTM D 4541 95 "Pull Off Strength of Coatings"). Glenn and Allison Advanced Development Company collaborated to optimize erosion coatings for gas turbine fan and compressor applications. All the coating systems survived aggressive thermal cycling without spalling. During erosion tests (see the final photo), the most promising coating systems tested had Cr3C2-NiCr and WC-Co as the hard topcoats. In all cases, these coating systems performed significantly better than that with a TiN hard topcoat. When material depth (thickness) loss is considered, the Cr3C2-NiCr and WC-Co coating systems provided, on average, an erosion resistance 8.5 times greater than that for the uncoated PMR 15/T650 35 composite. Similarly, Cr3C2-NiCr and WC-Co coating systems adhered to the PMC substrate during tensile tests significantly better than systems containing a TiN topcoat. Differences in topcoats of Cr3C2-NiCr and WC-Co were determined by considering issues such as cost and environmental impact. The preferred erosion-resistant coating system for PMR 15/T650 35 has WC-Co as the hard topcoat. This system provides the following benefits in comparison to the coating system with Cr3C2-NiCr topcoat: lower powder material cost (15 to 20 percent), environmentally friendly materials (Cr3C2-NiCr is hazardous), and higher deposition yield (10 to 15 percent), which results in less waste.

Sutter, James K.↗

NASA NTRS1983

Improved high temperature resistant matrix resins

The objective was to develop organic matrix resins suitable for service at temperatures up to 644 K (700 F) and at air pressures up to 0.4 MPa (60 psia) for time durations of a minimum of 100 hours. Matrix resins capable of withstanding these extreme oxidative environmental conditions would lead to increased use of polymer matrix composites in aircraft engines and provide significant weight and cost savings. Six linear condensation, aromatic/heterocyclic polymers containing fluorinated and/or diphenyl linkages were synthesized. The thermo-oxidative stability of the resins was determined at 644 K and compressed air pressures up to 0.4 MPa. Two formulations, both containing perfluoroisopropylidene linkages in the polymer backbone structure, exhibited potential for 644 K service to meet the program objectives. Two other formulations could not be fabricated into compression molded zero defect specimens.

Chang, G. E.↗

NASA NTRS1998

Computational Materials Research

High temperature thermoplastic polyimide polymers are incorporated in engineering structures in the form of matrix materials in advanced fiber composites and adhesives in bonded joints. Developing analytical tools to predict long term performance and screen for final materials selection for polymers is the impetus for intensive studies at NASA and major industry based airframe developers. These fiber-reinforced polymeric composites (FRPCs) combine high strength with lightweight. In addition, they offer corrosion and fatigue resistance, a reduction in parts count, and new possibilities for control through aeroelastic tailoring and "smart" structures containing fully-integrated sensors and actuators. However, large-scale acceptance and use of polymer composites has historically been extremely slow. Reasons for this include a lack of familiarity of designers with the materials; the need for new tooling and new inspection and repair infrastructures; and high raw materials and fabrication costs.

Veazie, David R.↗

NASA NTRS2015

A Fully Nonmetallic Gas Turbine Engine Enabled by Additive Manufacturing, Part II: Additive Manufacturing and Characterization of Polymer Composites

This publication is the second part of the three part report of the project entitled "A Fully Nonmetallic Gas Turbine Engine Enabled by Additive Manufacturing" funded by NASA Aeronautics Research Institute (NARI). The objective of this project was to conduct additive manufacturing to produce aircraft engine components by Fused Deposition Modeling (FDM), using commercially available polyetherimides-Ultem 9085 and experimental Ultem 1000 mixed with 10% chopped carbon fiber. A property comparison between FDM-printed and injection molded coupons for Ultem 9085, Ultem 1000 resin and the fiber-filled composite Ultem 1000 was carried out. Furthermore, an acoustic liner was printed from Ultem 9085 simulating conventional honeycomb structured liners and tested in a wind tunnel. Composite compressor inlet guide vanes were also printed using fiber-filled Ultem 1000 filaments and tested in a cascade rig. The fiber-filled Ultem 1000 filaments and composite vanes were characterized by scanning electron microscope (SEM) and acid digestion to determine the porosity of FDM-printed articles which ranged from 25 to 31%. Coupons of Ultem 9085, experimental Ultem 1000 composites and XH6050 resin were tested at room temperature and 400F to evaluate their corresponding mechanical properties. A preliminary modeling was also initiated to predict the mechanical properties of FDM-printed Ultem 9085 coupons in relation to varied raster angles and void contents, using the GRC-developed MAC/GMC program.

Polymer↗

NASA NTRS1998

Comparison of Graphite Fabric Reinforced PMR-15 and Avimid N Composites After Long Term Isothermal Aging at Various Temperatures

Extensive effort is currently being expended to demonstrate the feasibility of using high-performance, polymer-matrix composites as engine structural materials over the expected operating lifetime of the aircraft, which can extend from 18,000 to 30,000 hr. The goal is to develop light-weight, high-strength, and high-modulus materials for use in higher temperature sections of advanced 21 st century aircraft propulsion systems. To accomplish this goal, it is necessary to pursue the development of thermal and mechanical durability models for graphite-fiber-reinforced, polymer-matrix composites. Numerous investigations have been reported regarding the thermo-oxidative stability (TOS) of the polyimide PMR-15 (1-5). A significant amount of this work has been directed at edge and geometry effects, reinforcement fiber influences, and empirical modeling of high-temperature weight loss behavior. It is yet to be determined if the information obtained from the PMR-15 composite tests is applicable to other polyimide-matrix composites. The condensation-curing polymer Avimid N is another advanced composite material often considered for structural applications at high temperatures. Avimid N has better thermo-oxidative stability than PMR-15 (6), but the latter is more easily processed. The most comprehensive study of the thermo-oxidative stability of Avimid N neat resin and composites at 371 (infinity)C is found in Salin and Seferis (7). The purposes of the work described herein were to compare the thermal aging behavior of these two matrix polymers and to determine the reasons for and the consequences of the difference in thermal durability. These results might be of some use in improving future polymer development through the incorporation of the desirable characteristics of both polyimides.

Bowles, Kenneth J.↗

NASA NTRS2001

Long-Term Durability of a Matrix for High-Temperature Composites Predicted

Polymer matrix composites (PMC's) are being increasingly used in applications where they are exposed for long durations to harsh environments such as elevated temperatures, moisture, oils and solvents, and thermal cycling. The exposure to these environments leads to the degradation of structures made from these materials. This also affects the useful lifetimes of these structures. Some of the more prominent aerospace applications of polymer matrix composites include engine supports and cowlings, reusable launch vehicle parts, radomes, thrust-vectoring flaps, and the thermal insulation of rocket motors. This demand has led to efforts to develop lightweight, high-strength, high-modulus materials that have upper-use temperatures over 316 C. A cooperative program involving two grants to the Massachusetts Institute of Technology and in-house work at the NASA Glenn Research Center was conducted to identify the mechanisms and the measurement of mechanical and physical properties that are necessary to formulate a mechanism-based model for predicting the lifetime of high-temperature polymer matrix composites. The polymer that was studied was PMR-15 polyimide, a leading matrix resin for use in high-temperature-resistant aerospace composite structures such as propulsion systems. The temperature range that was studied was from 125 to 316 C. The diffusion behavior of PMR-15 neat resin was characterized and modeled. Thermogravimetric analysis (TGA) was also conducted in nitrogen, oxygen, and air to provide quantitative information on thermal and oxidative degradation reactions. A new low-cost technique was developed to collect chemical degradation data for isothermal tests lasting up to 4000 hr in duration. In the temperature range studied, results indicate complex behavior that was not observed by previous TGA tests, including the presence of weight-gain reactions. These were found to be significant in the initial periods of aging from 125 to 225 C. Two types of weight loss reactions dominated at aging temperatures above 225 C. One was concentrated at the surface of the polymer and was very active at temperatures above 225 C. The second was observed to dominate in the latter stages of aging at temperatures below 260 C. This three-reaction model satisfactorily explains past findings that the degradation mechanism of PMR-15 appears to change around 316 C. It also indicates that the second weight gain mechanism is a significant factor at temperatures below 204 C. On the basis of these results, a predictive model was developed for the thermal degradation of PMR-15 at 316 C. A comparison of data generated by this model with actual experimental data is shown in the following figure.

Bowles, Kenneth J.↗

NASA NTRS1972

An annotated bibliography of Pyrrone and BBB publications

This annotated bibliography covers the research and development of two closely related classes of high-temperature polymers, polyimidazopyrrolones (Pyrrone) and bisbenzimidazo-benzophenanthrolines (BBB), from their inception in 1965 through 1971. This compilation of available reference information is not inclusive, but it is sufficiently complete to aid the polymer chemist and materials engineer in the research and development of these two high temperature stable polymeric systems.

Burks, H. D.↗

NASA NTRS1983

Advanced Vehicle system concepts

Various nonpetroleum vehicle system concepts for passenger vehicles in the 1990's are being considered as part of the Advanced Vehicle (AV) Assessment at the Jet Propulsion Laboratory. The vehicle system and subsystem performance requirements, the projected characteristics of mature subsystem candidates, and promising systems are presented. The system candidates include electric and hybrid vehicles powered by electricity with or without a nonpetroleum power source. The subsystem candidates include batteries (aqueous-mobile, flow, high-temperature, and metal-air), fuel cells (phosphoric acid, advanced acids, and solid polymer electrolyte), nonpetroleum heat engines, advanced dc and ac propulsion components, power-peaking devices, and transmissions.

Hardy, K. S.↗

NASA NTRS1985

Encapsulant selection and durability testing experience

The Flat Plate Solar Array Project (FSA) has established technically challenging cost and service life goals for photovoltaic modules. These goals are a cost of $70 sq m and an expected 30 years of service life in an outdoor weathering environment. out of the cost goal, $14 sq m is allocated for encapsulation materials, which includes the cost of a structural panel. At FSA's inception in 1975, the cumulative cost of encapsulation materials in popular use, such as room temperature vulcanized (RTV) silicones, aluminum panels, etc., greatly exceeded $14/sq m. Accordingly, it became necessary to identify and/or develop new materials and new material technologies to achieve the goals. Many of these new materials are low cost polymers that satisfy module engineering and encapsulation processing requirements but unfortunately are not intrinsically weather stable. This necessitates identifying lifetime and/or weathering deficiencies inherent in these low cost materials and developing specific approaches to enhancing weather stability.

Cuddihy, E. F.↗

NASA NTRS1987

Analysis of an advanced technology subsonic turbofan incorporating revolutionary materials

Successful implementation of revolutionary composite materials in an advanced turbofan offers the possibility of further improvements in engine performance and thrust-to-weight ratio relative to current metallic materials. The present analysis determines the approximate engine cycle and configuration for an early 21st century subsonic turbofan incorporating all composite materials. The advanced engine is evaluated relative to a current technology baseline engine in terms of its potential fuel savings for an intercontinental quadjet having a design range of 5500 nmi and a payload of 500 passengers. The resultant near optimum, uncooled, two-spool, advanced engine has an overall pressure ratio of 87, a bypass ratio of 18, a geared fan, and a turbine rotor inlet temperature of 3085 R. Improvements result in a 33-percent fuel saving for the specified misssion. Various advanced composite materials are used throughout the engine. For example, advanced polymer composite materials are used for the fan and the low pressure compressor (LPC).

Knip, Gerald, Jr.↗