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At least 667 records · Page 37

Investigation of Stiffening Effects on Notch Growth Trajectory of Composite Stiffened Panels with Large Transverse Notches

Design of robust aircraft structure requires consideration of the load-carrying capability with large damage. Large notches, typically introduced as machined cracks (aka “notches”) severing a single skin bay and a central stiffening member, are often used to conservatively address the wide range of possible large damage scenarios. The objective of current effort was to explore the viability of developing preliminary laminate-based methods for predicting crack turning at the adjacent stiffener using traditional fracture mechanics concepts.

Enjuto, Patrick↗

Al-Cu-Zn-Mg Alloy for Additive Manufacturing by Electron Beam Deposition

The application of fusion-based additive manufacturing (AM) to aircraft structural components is limited by the lack of high-strength aluminum alloys optimized for AM processing. High strength aluminum alloys (such as 7050-T7451) are difficult to process by AM because of their solidification cracking susceptibility and loss of volatile alloying elements such as Zn and Mg. The performance of a proprietary Al-Cu-Zn-Mg alloy wire feedstock was evaluated for AM utilizing electron beam deposition. Deposit microstructure, composition, occurrence of porosity and cracking, and post-heat treatment tensile and fracture toughness were correlated with deposition parameters. Post-heat treatment strength, ductility, and fracture toughness were lower than typical values for wrought 7050-T7451, related to significant losses of Zn and Mg and to porosity. Recommendations are offered for modifications to wire feedstock composition and adjustments to deposition conditions and heat treatment to enable AM of electron beam deposited material that has strength comparable to 7050-T7451 wrought products.

Al-Cu-Zn-Mg alloy, electron beam deposition, mecha↗

NASA Advanced Composites Project

The recently-completed NASA Advanced Composites Project (ACP) successfully developed several new technologies aimed at reducing the timeline to design and certify composite aircraft structures. Advancements in the areas of manufacturing simulation, nondestructive inspection and advanced structural design and analysis methodologies were completed in late 2019 under the Advanced Composites Consortium (ACC) public/private partnership as well as NRA-funded university contracts. In the area of Structures, the ACC made significant improvements in rapid design tools for preliminary sizing of structure, along with developing detailed static and fatigue strength prediction methods and methods for modeling high energy impact events in composite structures. These new methodologies and toolsets were validated against a range of representative test data using a comprehensive verification and validation approach which has been published and is now used extensively on other programs. Specific new tool improvements supported by ACC include NASA’s CompDam code and Floating Node Method code. CompDam is now available from NASA as open source code. The team alsoworked on improved impact modeling using LS-Dyna™ and improved delamination modeling using Abaqus™. Rapid design tool improvements are available through Hypersizer. The ACC team released well over 50 publications documenting these method improvements, and the ACP recently received the prestigious NASA Group Achievement Award for their work.Typical Hat Stiffened Panel Test Article Used for Method Validation

ACC↗

Effect of Urea Links in the Backbone of Polyimide Aerogels

Flexible, conformal polyimide aerogels with low density, good mechanical properties and high surface areas have attracted much attention for many potential applications such as lightweight antenna substrates, insulating materials for launch vehicles, inflatable structures, aircraft or space suits. Development and improvements to fabrication of polyimide aerogel thin films have been reported over the last decade to meet the needs of many of these applications. However, most starting materials are expensive. In this research, we utilized commercially available, low cost monomers including 4,4’-bis(4-aminophenoxy)propane (BAPP) and 3,3’,4,4’-benzophenone tetracarboxylic dianhydride (BTDA), and 4,4-methylene diphenyl di-isocyanate (MDI) in fabricating polyimide (PI) and polyimide-urea (PIU), which were then cross-linked with 1,3,5-tris(4-aminophenoxy)benzene (TAB). It was found that the addition of MDI into the PI chains not only maintained the flexibility of the aerogel films, but also enhanced the film casting, allowing the production on pilot scale. With the capability in producing robust films at affordable cost, application of the PIU aerogel films can be expanded to terrestrial goods such as winter clothing, or pipe wrapping, etc. In addition, the presence of only a small addition of the urea links in the polyimide chains in PIU aerogels led to lower shrinkage when compared to the corresponding PI aerogels, leading to lower density

Baochau N. Nguyen↗

Composite Progressive Delamination Analysis of Thin Ply Buckling

The NASA Advanced Composites Project is a multi-year consortium of government, industry and academia to develop and validate technology that will reduce development and certification of advanced composite materials for aircraft structures. One of its tasks is to simulate and predict composite damage progression accurately through high fidelity finite element models. It included a subtask to verify an approach based on the Virtual Crack Closure Technology (VCCT) as well as Floating Node Method (FNM). This paper discusses predicted damage onset and growth in a thin-ply buckling problem. Sensitivity of the simulations to various initial crack length is studied. The compressive load-displacement curves are plotted and the crack growth critical load is predicted. Overall, the crack progression follows simulation benchmarks well. However, the critical-load overshoot phenomenon is observed in both VCCT and FNM, suggesting further investigation may be worth pursuing.

damage progression↗

A Comparative Analysis of Occupant Response Between Component and Full Vehicle Tests of Fokker F28 Aircraft Hardware

In 2019, the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) conducted a full-scale crash test of a Fokker F28 MK1000 aircraft. This test concluded a multi-year research effort in which two component fuselage sections of a matching Fokker F28 aircraft were previously tested under similar vertical impact conditions. Due to facility and cost constraints of full-scale testing, aircraft are typically evaluated through component level tests (i.e. vertical drops of fuselage subsections or isolated seat tests). Although more practical, these tests are limited in their ability fully replicate the complex multi-axis loading environment induced on the occupants during a full-aircraft crash event. Because of this, there is risk that component level testing does not provide a complete assessment of vehicle crashworthiness. Comparative analysis between full-scale and component level testing of the Fokker F28 aircraft provides an excellent opportunity to evaluate differences in crashworthiness prediction made between these levels of test fidelity. In this study, Anthropomorphic Test Device (ATD, a.k.a crash test dummies) responses measured during the Fokker full scale impact test were compared to those measured in the component fuselage section drops. A variety of ATD configurations (5th, 50th, 95th) and positions (upright, braced) were tested in both the full-scale and component tests. ATD injury metric response comparisons were made across these ATD variations in addition to comparisons made with respect to ATD location within the vehicle. Results found the addition of horizontal impact velocity, achieved in the full-scale testing, along with aircraft structural effects altered ATD based crashworthiness assessment of the vehicle.

Crashworthiness↗

Manufacturing Trials of Integrally Stiffened Composite Panels Using Automated Fiber Placement

Commercial aircraft structures are frequently manufactured from carbon-epoxy materials because of their weight and stiffness advantages compared to metallic materials. Wing cover panels are regularly manufactured using an automated fiber placement (AFP) process, but current design and manufacturing methodologies do not fully take advantage of the opportunities afforded by AFP. Design and manufacturing studies were undertaken at the NASA Langley Research Center at the Integrated Structural Assembly of Advanced Composites (ISAAC) facility to quantify manufacturing benefits and limitations associated with AFP to create structurally efficient integral stiffeners as an alternative to bonded or mechanically fastened stiffeners. This methodology could save weight and remove failure mechanisms by reducing the need for rivets and bonding materials since the stiffener plies are interleaved within the skin plies. The use of AFP with integral stiffeners can open the design space, but a fundamental, systematic evaluation of manufacturing limitations is necessary. Manufacturing trials are described herein, where considered manufacturing variables included stiffener location, stiffener course staggering, stiffener widths, stiffener intersections, and material thicknesses for both the skin and stiffener plies. The manufacturing process and lessons learned from each trial are described, including the most successful current design which contains staggered stiffeners, non-traditional laminate angles, and a combination of multiple material thicknesses within the same laminate.

Composite manufacturing↗

Comparison of Acoustic Models and Trajectory Generation Methods for an Acoustically-Aware Aircraft

Motivation - Noise management is one of the major barriers to Urban Air Mobility - Approaches to noise mitigation (non-exhaustive) - Vehicle configuration - Directivity control via propeller phase synchronization - Trajectory optimization Objective - Create framework for trajectory generation integrating location-based acoustic metrics and vehicle performance limitations - Multiple trajectory optimization methods and acoustic noise models - Mission-relevant constraints - Mission duration, airspace restrictions, ... - Vehicle dynamic constraints - Aircraft structural limitations, min/max airspeed, ... - Vehicle separation/obstacle avoidance - Acoustic constraints at a number of discrete observer locations

Kasey A. Ackerman↗

Manufacturing Trials of Integrally Stiffened Composite Panels Using Automated Fiber Placement

Commercial aircraft structures are frequently manufactured from carbon-epoxy materials because of their weight and stiffness advantages compared to metallic materials. Wing cover panels are regularly manufactured using an automated fiber placement (AFP) process, but current design and manufacturing methodologies do not fully take advantage of the opportunities afforded by AFP. Design and manufacturing studies were undertaken at the NASA Langley Research Center at the Integrated Structural Assembly of Advanced Composites (ISAAC) facility to quantify manufacturing benefits and limitations associated with AFP to create structurally efficient integral stiffeners as an alternative to bonded or mechanically fastened stiffeners. This methodology could save weight and remove failure mechanisms by reducing the need for rivets and bonding materials since the stiffener plies are interleaved within the skin plies. The use of AFP with integral stiffeners can open the design space, but a fundamental, systematic evaluation of manufacturing limitations is necessary. Manufacturing trials are described herein, where considered manufacturing variables included stiffener location, stiffener course staggering, stiffener widths, stiffener intersections, and material thicknesses for both the skin and stiffener plies. The manufacturing process and lessons learned from each trial are described, including the most successful current design which contains staggered stiffeners, non-traditional laminate angles, and a combination of multiple material thicknesses within the same laminate.

Automated Fiber Placement↗

Comparison of Acoustic Models and Trajectory Generation Methods for an Acoustically-Aware Aircraft

Motivation - Noise management is one of the major barriers to Urban Air Mobility - Approaches to noise mitigation (non-exhaustive) - Vehicle configuration - Directivity control via propeller phase synchronization - Trajectory optimization Objective - Create framework for trajectory generation integrating location-based acoustic metrics and vehicle performance limitations - Multiple trajectory optimization methods and acoustic noise models - Mission-relevant constraints - Mission duration, airspace restrictions, ... - Vehicle dynamic constraints - Aircraft structural limitations, min/max airspeed, ... - Vehicle separation/obstacle avoidance - Acoustic constraints at a number of discrete observer locations

Kasey A Ackerman↗

Dry Preform Stitching Using Temporary Vacuum Consolidation

Stitched composites (composite parts stitched in a dry preform state that are infused with resin and cured to a final shape) offer a variety of benefits for modern aircraft structures. In this document one means of stitching dry fabric preforms in a state of temporary vacuum consolidation is discussed. This vacuum consolidation allows for the completion of stitching procedures while the dry preform thickness is temporarily reduced to a thickness reflective of its final cured thickness. Here, a temporary vacuum consolidation process enabling stitching of preforms of unconsolidated nominal thickness greater than the maximum allowable stitching thickness for the Integrated Structural Assembly of Advanced Composite (ISAAC) system is explored as a use case for such processes. Temporary vacuum consolidation processes may lead to simplified manufacturing processes or desirable composite material properties in the future.

Stitched Composites↗

Upper E Traffic Management

Recent advances in technologies related to propulsion, aircraft structures, flight automation, and aerodynamics have led to an increase in the number of vehicles that can operate in low atmospheric density airspace. There are expectations that aerospace operations in Upper Class E airspace above Flight Level (FL) 600 will significantly increase over the next two decades, presenting challenges for the diversified operations within this airspace. Increase in demand combined with disparate vehicle performance characteristics and unconventional operational needs will require a re-evaluation of the current traffic management approach. This presentation will address the needs and possible solutions to support this market in meeting their objectives while maintaining safety, security, efficiency, and equity of the national airspace system.

Upper E Traffic Management↗

Laser Angle of Incidence Effects on in-Situ Consolidation of Automated Fiber Placement of Polyaryletherketone Composites

NASA and Electroimpact, Inc. ®†† in conjunction with other U.S. industry partners are performing research as a part of the NASA High-rate Composites for Aircraft Manufacturing (HiCAM) Project to fabricate thermoplastic panels using automated fiber placement (AFP) to increase manufacturing rates of aircraft structural composites. This work focuses on evaluating the in-situ consolidation AFP of thermoplastics (ICAT) process. Previous studies of the ICAT process using semi-crystalline, polyaryletherketone (PAEK) slit-tape have resulted in an adequate degree of intimate contact between plies; however, the resulting interlaminar strength have been less than laminates fabricated in an autoclave. To improve these properties, the effect of reducing the laser angle of incidence (AoI) during placement to increase the degree of auto-hesion was evaluated. The AoI of the laser assisted AFP head was varied between 12° and 16° to fabricate multiple quasi- isotropic and unidirectional test panels. Physics-based thermal models developed at the NASA Langley Research Center were utilized to predict the temperature profile. Laminate processing temperature was measured experimentally, and panel quality was evaluated by both non- destructive evaluation (NDE) as well as destructively by photo-microscopy. The effect on interlaminar strength was determined by short beam strength testing. Test results of carbon fiber laminates fabricated by ICAT using polyetheretherketone (PEEK), polyetherketoneketone (PEKK), and low-melt polyaryletherketone (LM-PAEK) at various laser angles of incidence, placement temperatures and placement speeds are presented.

Laser↗

Laser Angle of Incidence Effects on in-Situ Consolidation of Automated Fiber Placement of Polyaryletherketone Composites

NASA and Electroimpact, Inc. ® in conjunction with other U.S. industry partners are performing research as a part of the NASA High-rate Composites for Aircraft Manufacturing (HiCAM) Project to fabricate thermoplastic panels using automated fiber placement (AFP) to increase manufacturing rates of aircraft structural composites. This work focuses on evaluating the in-situ consolidation AFP of thermoplastics (ICAT) process. Previous studies of the ICAT process using semi-crystalline, polyaryletherketone (PAEK) slit-tape have resulted in an adequate degree of intimate contact between plies; however, the resulting interlaminar strength have been less than laminates fabricated in an autoclave. To improve these properties, the effect of reducing the laser angle of incidence (AoI) during placement to increase the degree of auto-hesion was evaluated. The AoI of the laser assisted AFP head was varied between 12° and 16° to fabricate multiple quasi-isotropic and unidirectional test panels. Physics-based thermal models developed at the NASA Langley Research Center were utilized to predict the temperature profile. Laminate processing temperature was measured experimentally, and panel quality was evaluated by both non-destructive evaluation (NDE) as well as destructively by photo-microscopy. The effect on interlaminar strength was determined by short beam strength testing. Test results of carbon fiber laminates fabricated by ICAT using polyetheretherketone (PEEK), polyetherketoneketone (PEKK), and low-melt polyaryletherketone (LM-PAEK) at various laser angles of incidence, placement temperatures and placement speeds are presented.

Thermoplastic Composites↗

A Study of Vehicle Structural Layouts in Post-WWII Aircraft

In this paper, results of a study of structural layouts of post-WWII aircraft are presented. This study was undertaken to provide the background information necessary to determine typical layouts, design practices, and industry trends in aircraft structural design. Design decisions are often predicated not on performance-related criteria, but rather on such factors as manufacturability, maintenance access, and of course cost. For this reason, a thorough understanding of current best practices in the industry is required as an input for the design optimization process. To determine these best practices and industry trends, a large number of aircraft structural cutaway illustrations were analyzed for five different aircraft categories (commercial transport jets, business jets, combat jet aircraft, single engine propeller aircraft, and twin-engine propeller aircraft). Several aspects of wing design and fuselage design characteristics are presented here for the commercial transport and combat aircraft categories. A great deal of commonality was observed for transport structure designs over a range of eras and manufacturers. A much higher degree of variability in structural designs was observed for the combat aircraft, though some discernable trends were observed as well.

Sensmeier, Mark D.↗

Development of Shared Mounting Structure for SUSAN Aircraft Tail and Aft Engine

This paper introduces an overview of the design and development of the Subsonic Single Aft eNgine (SUSAN) aircraft aft tail and engine shared mounting structure. Unique design considerations were made here to take advantage of aerodynamic effects such as boundary layer ingestion of the aft mounted engine. Challenges that arose from sharing the same mounting structure with the T-tail and aft engine were addressed. The structural development process will be discussed for both the initial design concept for the full-scale SUSAN aircraft concept, as well as the higher fidelity development of the 25% scale research vehicle. Numerical simulations for the aerodynamic loads are detailed and were fed into the 25% scale structural analysis effort. Additionally, mockup component fabrications of the shared aft engine and tail mounting structure are also shown to demonstrate design feasibility.

Lilia R Glaser↗

Application of an advanced computerized structural design system to an arrow-wing supersonic cruise aircraft

A structural design study of an arrow-wing supersonic cruise aircraft has been made using the integrated design system, ATLAS, and a relatively large analytical finite-element model containing 8500 degrees of freedom. This paper focuses on structural design methods developed and used in support of the study with emphasis on aeroelasticity. The use of ATLAS permitted (1) automatic resizing of the wing structure for multiple load conditions, (2) rapid evaluation of aeroelastic effects, and (3) an iterative approach to the correction of flutter deficiencies. The significant results of the study are discussed along with the advantages derived from the use of an advanced structural design system in preliminary design studies.

Robinson, J. C.↗

Comparison of Structural Concepts for Transport Aircraft with a Tail Cone Turbine

An evaluation of three structural concepts for an advanced aircraft design with a tail cone turbine is presented. Structural models were developed using an innovative rapid finite element modeling tool called Conceptual Design Shop (CDS). CDS is an attempt to fill a gap in current finite element modeling software to automatically connect wings and tails to the fuselage with sufficient support structure in airframe models. For comparison with actual aircraft structures, a model of a transport aircraft design developed using CDS is compared with published structural weight data for a Boeing 737-200. A method for computing aerodynamic stability parameters from an MSC/NASTRAN finite element analysis output deck is also discussed. Finally, the weight effects for using a tail cone turbine in an advanced transport aircraft design are evaluated by comparing three composite structural models, for which component thicknesses and cross-sections are sized by the Hypersizer software.

Mason, Brian H.↗