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At least 73 records · Page 4

Crash-Fire Protection System for T-56 Turbopropeller Engine Using Water as Cooling and Inerting Agent

A crash-fire protection system to suppress the ignition of crash-spilled fuel that may be ingested by a T-56 turbopropeller engine is described. This system includes means for rapidly extinguishing the combustor flame and means for cooling and inerting with water the hot engine parts likely to ignite engine-ingested fuel. Combustion-chamber flames were extinguished in 0.07 second at the engine fuel manifold. Hot engine parts were inerted and cooled by 52 pounds of water discharged at ten engine stations. Performance trials of the crash-fire prevention system were conducted by bringing the engine up to takeoff temperature, stopping the normal fuel flow to the engine, starting the water discharge, and then spraying fuel into the engine to simulate crash-ingested fuel. No fires occurred during these trials, although fuel was sprayed into the engine from 0.3 second to 15 minutes after actuating the crash-fire protection system.

Busch, Arthur M.↗

Delamination Modeling of Composites for Improved Crash Analysis

Finite element crash modeling of composite structures is limited by the inability of current commercial crash codes to accurately model delamination growth. Efforts are made to implement and assess delamination modeling techniques using a current finite element crash code, MSC/DYTRAN. Three methods are evaluated, including a straightforward method based on monitoring forces in elements or constraints representing an interface; a cohesive fracture model proposed in the literature; and the virtual crack closure technique commonly used in fracture mechanics. Results are compared with dynamic double cantilever beam test data from the literature. Examples show that it is possible to accurately model delamination propagation in this case. However, the computational demands required for accurate solution are great and reliable property data may not be available to support general crash modeling efforts. Additional examples are modeled including an impact-loaded beam, damage initiation in laminated crushing specimens, and a scaled aircraft subfloor structures in which composite sandwich structures are used as energy-absorbing elements. These examples illustrate some of the difficulties in modeling delamination as part of a finite element crash analysis.

Fleming, David C.↗

Delamination Modeling of Composites for Improved Crash Analysis

Finite element crash modeling of composite structures is limited by the inability of current commercial crash codes to accurately model delamination growth. Efforts are made to implement and assess delamination modeling techniques using a current finite element crash code, MSC/DYTRAN. Three methods are evaluated, including a straightforward method based on monitoring forces in elements or constraints representing an interface; a cohesive fracture model proposed in the literature; and the virtual crack closure technique commonly used in fracture mechanics. Results are compared with dynamic double cantilever beam test data from the literature. Examples show that it is possible to accurately model delamination propagation in this case. However, the computational demands required for accurate solution are great and reliable property data may not be available to support general crash modeling efforts. Additional examples are modeled including an impact-loaded beam, damage initiation in laminated crushing specimens, and a scaled aircraft subfloor structures in which composite sandwich structures are used as energy-absorbing elements. These examples illustrate some of the difficulties in modeling delamination as part of a finite element crash analysis.

Fleming, David C.↗

Best Practices for Crash Modeling and Simulation

Aviation safety can be greatly enhanced by the expeditious use of computer simulations of crash impact. Unlike automotive impact testing, which is now routine, experimental crash tests of even small aircraft are expensive and complex due to the high cost of the aircraft and the myriad of crash impact conditions that must be considered. Ultimately, the goal is to utilize full-scale crash simulations of aircraft for design evaluation and certification. The objective of this publication is to describe "best practices" for modeling aircraft impact using explicit nonlinear dynamic finite element codes such as LS-DYNA, DYNA3D, and MSC.Dytran. Although "best practices" is somewhat relative, it is hoped that the authors' experience will help others to avoid some of the common pitfalls in modeling that are not documented in one single publication. In addition, a discussion of experimental data analysis, digital filtering, and test-analysis correlation is provided. Finally, some examples of aircraft crash simulations are described in several appendices following the main report.

Fasanella, Edwin L.↗

Experimental Photogrammetric Techniques Used on Five Full-Scale Aircraft Crash Tests

Between 2013 and 2015, full-scale crash tests were conducted on five aircraft at the Landing and Impact Research Facility (LandIR) at NASA Langley Research Center (LaRC). Two tests were conducted on CH-46E airframes as part of the Transport Rotorcraft Airframe Crash Testbed (TRACT) project, and three tests were conduced on Cessna 172 aircraft as part of the Emergency Locator Transmitter Survivability and Reliability (ELTSAR) project. Each test served to evaluate a variety of crashworthy systems including: seats, occupants, restraints, composite energy absorbing structures, and Emergency Locator Transmitters. As part of each test, the aircraft were outfitted with a variety of internal and external cameras that were focused on unique aspects of the crash event. A subset of three camera was solely used in the acquisition of photogrammetric test data. Examples of this data range from simple two-dimensional marker tracking for the determination of aircraft impact conditions to entire full-scale airframe deformation to markerless tracking of Anthropomorphic Test Devices (ATDs, a.k.a. crash test dummies) during the crash event. This report describes and discusses the techniques used and implications resulting from the photogrammetric data acquired from each of the five tests.

Littell, Justin D.↗

Emergency Locator Transmitter System Performance During Three Full-Scale General Aviation Crash Tests

Full-scale crash tests were conducted on three Cessna 172 aircraft at NASA Langley Research Center's Landing and Impact Research facility during the summer of 2015. The purpose of the three tests was to evaluate the performance of commercially available Emergency Locator Transmitter (ELT) systems and support development of enhanced installation guidance. ELTs are used to provide location information to Search and Rescue (SAR) organizations in the event of an aviation distress situation, such as a crash. The crash tests simulated three differing severe but survivable crash conditions, in which it is expected that the onboard occupants have a reasonable chance of surviving the accident and would require assistance from SAR personnel. The first simulated an emergency landing onto a rigid surface, while the second and third simulated controlled flight into terrain. Multiple ELT systems were installed on each airplane according to federal regulations. The majority of the ELT systems performed nominally. In the systems which did not activate, post-test disassembly and inspection offered guidance for non-activation cause in some cases, while in others, no specific cause could be found. In a subset of installations purposely disregarding best practice guidelines, failure of the ELT-to-antenna cabling connections were found. Recommendations for enhanced installation guidance of ELT systems will be made to the Radio Technical Commission for Aeronautics (RTCA) Special Committee 229 for consideration for adoption in a future release of ELT minimum operational performance specifications. These recommendations will be based on the data gathered during this test series as well as a larger series of crash simulations using computer models that will be calibrated based on these data

Littell, Justin D.↗

Development of a Full-Scale Finite Element Model of the Fokker F28 Fellowship Aircraft and Crash Simulation Predictions

In June 2019, a full-scale crash test of a Fokker F28 Fellowship aircraft was conducted as part of a joint National Aeronautics and Space Administration/Federal Aviation Administration (NASA/FAA) project to investigate the performance of transport aircraft under realistic crash conditions. The test objectives were to provide data for assessment of transport aircraft crashworthiness under realistic impact conditions and to generate test data for model validation. The test article was loaded with transport aircraft seats in a 3+2 configuration. A total of 24 instrumented ATDs were placed in the seats and restrained. The test article weighed 33,306-lb. (15,107.3-kg) and, during the crash test, impacted a 2-ft. (0.61-m) high soil bed at 65.3-ft/s (19.9-m/s) forward and 31.8-ft/s (9.7-m/s) vertical velocity. The full-scale aircraft crash test was simulated using the commercial nonlinear explicit transient dynamic finite element code, LS-DYNA. This paper will provide a description of the test article and the crash test conditions, document the F28 full-scale model development, and present test-analysis comparisons. The test-analysis comparisons include inertial properties, kinematic responses, structural acceleration responses, and structural deformation and failure.

Karen E Jackson↗

An efficient parallel sampling technique for Multivariate Poisson-Lognormal model: Analysis with two crash count datasets

Our study investigates the Multivariate Poisson-lognormal (MVPLN) model that jointly models crash frequency and severity accounting for correlations. The ordinary univariate count models analyze crashes of different severity level separately ignoring the correlations among severity levels. The MVPLN model is capable to incorporate the general correlation structure and takes account of the over dispersion in the data that leads to a superior data fitting. But, the traditional estimation approach for MVPLN model is computationally expensive, which often limits the use of MVPLN model in practice. In this work, a parallel sampling scheme is introduced to improve the original Markov Chain Monte Carlo (MCMC) estimation approach of the MVPLN model, which significantly reduces the model estimation time. Two MVPLN models are developed using the pedestrian vehicle crash data collected in New York City from 2002 to 2006, and the highway-injury data from Washington State (5-year data from 1990 to 1994) The Deviance Information Criteria (DIC) is used to evaluate the model fitting. The estimation results show that the MVPLN models provide a superior fit over univariate Poisson-lognormal (PLN), univariate Poisson, and Negative Binomial models. Moreover, the correlations among the latent effects of different severity levels are found significant in both datasets that justifies the importance of jointly modeling crash frequency and severity accounting for correlations.

97 MATHEMATICS AND COMPUTING↗

Core inductive electric field during sawtooth crashes on DIII-D

Sawtooth crashes on tokamak plasmas exhibit relaxation much faster than resistive time scales via a mechanism not fully understood. Using core magnetic measurements from the Radial Interferometer-Polarimeter (RIP) diagnostic on the DIII-D tokamak, Grad–Shafranov equilibria constrained by internal magnetic measurements that have high time resolution (<1μs) can be computed, allowing analysis of how equilibrium parameters such as safety factor q, current density J, and parallel electric field E ∥ , particularly on-axis, evolve. At the sawtooth crash, on-axis safety factor q 0 is observed to rise by 5% but remain below 1 throughout the cycle, and on-axis current density J 0 is observed to drop by 5%. On-axis parallel electric field E ∥ (0) is found to be balanced by ηJ 0 (resistivity times on-axis current density) except during the 200 µs crash period, where E ∥ (0) reaches 22 V m –1 , exceeding ηJ 0 by a factor of more than 2000. These first measurements in tokamak plasmas verify that generalized Ohm's law is not balanced during the crash by resistive effects alone; this is a finding expected due to the relaxation being much faster than resistive timescales. As a result, measurement of the electric field during the tokamak sawtooth serves to illuminate the physical mechanisms at work.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

Application Crash Consistency and Performance with CCFS

Recent research has shown that applications often incorrectly implement crash consistency. In this paper, we present the Crash-Consistent File System (ccfs), a file system that improves the correctness of application-level crash consistency protocols while maintaining high performance. A key idea in ccfs is the abstraction of a stream. Within a stream, updates are committed in program order, improving correctness; across streams, there are no ordering restrictions, enabling scheduling flexibility and high performance. We empirically demonstrate that applications running atop ccfs achieve high levels of crash consistency. Further, we show that ccfs performance under standard file-system benchmarks is excellent, in the worst case on par with the highest performing modes of Linux ext4, and in some cases notably better. Finally, overall, we demonstrate that both application correctness and high performance can be realized in a modern file system.

97 MATHEMATICS AND COMPUTING↗

Targeted Protein Degradation of Outer Membrane Decaheme Cytochrome MtrC Metal Reductase in Shewanella oneidensis MR-1 Measured Using Biarsenical Probe CrAsH-EDT2

Development of efficient microbial biofuel cells requires an ability to exploit interfacial electron transfer reactions to external electron acceptors, such as metal oxides; such reactions occur in the facultative anaerobic gram-negative bacterium Shewanella oneidensis MR-1 through the catalytic activity of the outer membrane decaheme c-type cytochrome MtrC. Central to the utility of this pathway to synthetic biology is an understanding of cellular mechanisms that maintain optimal MtrC function, cellular localization, and renewal by degradation and resynthesis. In order to monitor trafficking to the outer membrane, and the environmental sensitivity of MtrC, we have engineered a tetracysteine tag (i.e., CCPGCC) at its C-terminus that permits labeling by the cell impermeable biarsenical fluorophore, carboxy-FlAsH (CrAsH) of MtrC at the surface of living Shewanella oneidensis MR-1 cells. In comparison, the cell permeable reagent FlAsH permits labeling of the entire population of MtrC, including proteolytic fragments resulting from incorrect maturation. We demonstrate specific labeling by CrAsH of engineered MtrC which is dependent on the presence of a functional type-2 secretion system (T2S), as evidenced by T2S system gspD or gspG deletion mutants which are incapable of CrAsH labeling. Under these latter conditions, MtrC undergoes proteolytic degradation to form a large 35-38 kDa fragment; this degradation product is also resolved during normal turnover of the CrAsH-labeled MtrC protein. No MtrC protein is released into the medium during turnover, suggesting the presence of cellular turnover systems involving MtrC reuptake and degradation. The mature MtrC localized on the outer membrane is a long-lived protein, with a turnover rate of 0.043 hr-1 that is insensitive to O2 concentration. Maturation of MtrC is relatively inefficient, with substantial rates of turnover of the immature protein prior to export to the outer membrane (i.e., 0.028 hr-1) that are consistent with the inherent complexity associated with correct heme insertion and acylation of MtrC that occurs in the periplasm prior to its targeting to the outer membrane. These latter results suggest that MtrC protein trafficking to the outer membrane and its subsequent degradation are tightly regulated, which is consistent with cellular processing pathways that target MtrC to extracellular structures and their possible role in promoting electron transfer from Shewanella to extracellular acceptors.

59 BASIC BIOLOGICAL SCIENCES↗

Chemical Profiling of Volatile Organic Compounds in the Headspace of Algal Cultures as Early Biomarkers of Algal Pond Crashes

Algae ponds used in industrial biomass production are susceptible to pathogen or grazer infestation, resulting in pond crashes with high economic costs. Current methods to monitor and mitigate unhealthy ponds are hindered by a lack of early indicators that precede culture crash. We used solid-phase microextraction (SPME) coupled with gas chromatography-mass spectrometry (GC-MS) to identify volatiles emitted from healthy and rotifer infested cultures of Microchloropsis salina. After 48 hours of algal growth, marine rotifers, Brachionus plicatilis, were added to the algae cultures and volatile organic compounds (VOC) were sampled from the headspace using SPME fibers. A GC-MS approach was used in an untargeted analysis of VOCs, followed by preliminary identification. The addition of B. plicatilis to healthy cultures of M. salina resulted in decreased algal cell numbers, relative to uninfected controls, and generated trans-β-ionone and β-cyclocitral, which were attributed to carotenoid degradation. The abundances of the carotenoid-derived VOCs increased with rotifer consumption of algae. Our results indicate that specific VOCs released by infected algae cultures may be early indicators for impending pond crashes, providing a useful tool to monitor algal biomass production and pond crash prevention.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

Structure and dynamics of sawteeth crashes in ASDEX Upgrade

The crash phase of the sawteeth in ASDEX Upgrade tokamak [Herrmann et al., Fusion Sci. Technol. 44(3), 569 (2003)] is investigated in detail in this paper by means of soft x-ray (SXR) and electron cyclotron emission (ECE) diagnostics. Analysis of precursor and postcursor (1,1) modes shows that the crash does not affect the position of the resonant surface q=1. Our experimental results suggest that sawtooth crash models should contain two ingredients to be consistent with experimental observations: (1) the (1,1) mode structure should survive the crash and (2) the flux changes should be small to preserve the position of the q=1 surface close to its original location. Detailed structure of the reconnection point was investigated with ECE imaging diagnostic. It is shown that reconnection starts locally. The expelled core is hot which is consistent with SXR tomography results. The observed results can be explained in the framework of a stochastic model.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

The impact of pedestal turbulence and electron inertia on edge-localized-mode crashes

We demonstrate that the occurrence of Edge-Localized-Modes (ELM) crashes does not depend only on the linear peeling-ballooning threshold, but also relies on nonlinear processes. Wave-wave interaction constrains the growth time of a mode, thus inducing a shift in the criterion for triggering an ELM crash. An ELM crash requires the P-B growth rate to exceed a critical value γ>γ{sub c}, where γ{sub c} is set by 1/τ{sup ¯}{sub c}, and τ{sup ¯}{sub c} is the averaged mode phase coherence time. For 0<γ<γ{sub c}, P-B turbulence develops but drives enhanced turbulent transport. We also show that electron inertia dramatically changes the instability threshold when density is low. However, P-B turbulence alone cannot generate enough current transport to allow fast reconnection during an ELM crash.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

Role of resistivity and viscosity in the excitation of stable m = 0 modes during the RFP sawtooth crash

Visco-resistive magnetohydrodynamic simulations are used herein to investigate the role of resistivity and viscosity in the reversed field pinch sawtooth crash. Specifically, we examine the temporal behavior of the linearly stable ($m, n$) = (0, 1) mode. Both volume-averaged dissipation and dissipation levels in the region near the $m$ = 0 resonance are found to influence characteristic time scales. Increasing resistivity causes the mode rise time, fall time, and total crash duration to decrease, while increasing viscosity has the opposite effect. Examination of energy flow during the sawtooth crash reveals that despite the linear stability of the (0, 1) mode, it receives most of its energy from the mean current profile during the crash rather than from nonlinear interactions with other modes. Resistivity and viscosity do not impact mode behavior directly through dissipative energy loss but rather through modification of the large scale current profile evolution and radial structure of the mode. Computational results are compared to experimental data from the Madison Symmetric Torus and found to largely agree when resistivity and viscosity are similar.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗

Dynamics of filaments during the edge-localized mode crash on NSTX

Edge localized modes (ELMs) are routinely observed in H-mode plasma regimes of the National Spherical Torus Experiment (NSTX). Due to the explosive nature of the instability, only diagnostics with high temporal and spatial resolution could provide a detailed insight into the dynamics associated with the ELMs. Gas-puff imaging at NSTX provides 2D measurements of the magnetic field aligned fluctuations (e.g., ELM filaments) in the scrape-off layer and at the plasma edge with 2.5 μs temporal and 10 mm optical resolution. A novel analysis technique was developed to estimate the frame-by-frame velocities and the spatial parameters of the dominant structures associated with the ELMs. The analysis was applied to single ELM events to characterize the ELM crash dynamics and then extended to a database of 159 ELM events. Statistical analysis was performed in order to find the characterizing dynamics of the ELM crash. The results show that on average, an ELM crash consists of a filament with a circular cross section, which is propelled outward with a characterizing peak radial velocity of ~3.3 km/s. The radial velocity was found to be linearly dependent on the distance of the filament from the separatrix, which has never been seen before. The ELM filament is characterized by propagation in the ion-diamagnetic direction poloidally with a peak velocity of 11.4 km/s. The ELM crash lasts for approximately 100 μs until the radial propulsion settles back to the pre-ELM level. Furthermore, the experimental findings were compared with analytical theory. Two possible mechanisms were identified for explaining the observations: the curvature interchange model and the current–filament interaction model.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

Dynamics of filaments during the edge-localized mode crash on NSTX

Edge localized modes (ELMs) are routinely observed in H-mode plasma regimes of the National Spherical Torus Experiment (NSTX). Due to the explosive nature of the instability, only diagnostics with high temporal and spatial resolution could provide a detailed insight into the dynamics associated with the ELMs. Gas-puff imaging (GPI) at NSTX provides 2D measurements of the magnetic field aligned fluctuations (e.g. ELM filaments) in the scrape-off layer and the at the plasma edge with 2.5 us temporal and 10 mm optical resolution.A novel analysis technique was developed to estimate the frame-by-frame velocities and the spatial parameters of the dominant structures associated with the ELMs. The analysis was applied to single ELM events to characterize the ELM crash dynamics, and then extended to a database of 169 ELM events.Statistical analysis was performed in order to find the characterizing dynamics of the ELM crash. The results show that on average an ELM crash consists of a filament with a circular cross-section which is propelled outwards with a characterizing peak radial velocity of ~3.3 km/s. The radial velocity was found to be linearly dependent on the distance of the filament from the separatrix, which has never been seen before. The ELM filament is characterized by propagation in the ion-diamagnetic direction poloidally with a peak velocity of 11.4 km/s. The ELM crash lasts for approximately 100us until the radial propulsion settles back to the pre-ELM level. The experimental findings were compared with analytical theory. Two possible mechanisms were identified for explaining the observations: the curvature interchange model and the current-filament interaction model.

correlation↗

How Common are Noise Sources on the Crash Arc of Malaysian Flight 370

Malaysian Flight 370 disappeared nearly without a trace. Besides some communication handshakes to the INMASAT satellite, the Comprehensive Test Ban Treaty monitoring system could have heard the aircraft crash into the southern Indian Ocean. One noise event from Cape Leeuwin has been suggested by Stead as the crash and occurs within the crash location suggested by Kunkle at el. We analyze the hydrophone data from Cape Leeuwin to understand how common such noise events are on the arc of possible locations where Malaysian Flight 370 might have crashed. Few other noise sources were found on the arc. The noise event found by Stead is the strongest. No noise events are seen within the Australian Transportation Safety Board (ATSB) new search location until the 10 th strongest event, an event which is very close to the noise level.

99 GENERAL AND MISCELLANEOUS↗