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At least 73 records · Page 4

Recovering Trichloroethane From Nitrogen Gas

Trichloroethane condensed in liquid nitrogen. Manifold promotes condensation of trichloroethane. Each U-shaped sections packed with pall rings to increase contact area and create turbulence for increased transfer of heat to liquid nitrogen that normally fills tank. Useful where hardware is cleaned with trichloroethane solvent, then dried with hot nitrogen gas. Hot gas absorbs some solvent, and if gas is simply released to atmosphere, entrained solvent constitutes health hazard and contributes depletion of ozone.

Shepard, Timothy S.↗

A laboratory study of subjective response to sonic booms measured at White Sands Missile Range

The Sonic Boom Simulator of the Langley Research Center was used to quantify subjective loudness response to boom signatures consisting of: (1) simulator reproductions of booms recently recorded at White Sands Missile Range; (2) idealized N-waves; and (3) idealized booms having intermediate shocks. The booms with intermediate shocks represented signatures derived from CFD predictions. The recorded booms represented those generated by F15 and T38 aircraft flyovers and represented a variety of waveforms reflecting the effects of propagation through a turbulent atmosphere. These waveforms included the following shape categories: N-waves, peaked, rounded, and U-shaped. Results showed that Perceived Level and Zwicker Loudness Level were good estimators of the loudness of turbulence modified sonic booms. No significant differences were observed between loudness responses for the several shape categories when expressed in terms of Perceived Level. Thus, Perceived Level effectively accounted for waveform differences due to turbulence. Idealized booms with intermediate shocks, however, were rated as being approximately 2.7 dB(PL) less loud than the recorded signatures. This difference was not accounted for by PL.

Sullivan, Brenda M.↗

Silicon micromachined waveguides for millimeter and submillimeter wavelengths

The majority of radio receivers, transmitters, and components operating at millimeter and submillimeter wavelengths utilize rectangular waveguides in some form. However, conventional machining techniques for waveguides operating above a few hundred GHz are complicated and costly. This paper reports on the development of silicon micromachining techniques to create silicon-based waveguide circuits which can operate at millimeter and submillimeter wavelengths. As a first step, rectangular WR-10 waveguide structures have been fabricated from (110) silicon wafers using micromachining techniques. The waveguide is split along the broad wall. Each half is formed by first etching a channel completely through a wafer. Potassium hydroxide is used to etch smooth mirror-like vertical walls and LPCVD silicon nitride is used as a masking layer. This wafer is then bonded to another flat wafer using a polyimide bonding technique and diced into the U-shaped half wavelengths. Finally, a gold layer is applied to the waveguide walls. Insertion loss measurements show losses comparable to those of standard metal waveguides. It is suggested that active devices and planar circuits can be integrated with the waveguides, solving the traditional mounting problems. Potential applications in terahertz instrumentation technology are further discussed.

Yap, Markus↗

Engine Installation Effects of Four Civil Transport Airplanes: Wallops Flight Facility Study

The National Aeronautics and Space Administration (NASA), Langley Research Center (LaRC), the Environmental Measurement and Modeling Division of the United States Department of Transportation s John A. Volpe National Transportation Systems Center (Volpe), and several other organizations (see Appendix A for a complete list of participating organizations and individuals) conducted a noise measurement study at NASA s Wallops Flight Facility (Wallops) near Chincoteague, Virginia during September 2000. This test was intended to determine engine installation effects on four civil transport airplanes: a Boeing 767-400, a McDonnell-Douglas DC9, a Dassault Falcon 2000, and a Beechcraft King Air. Wallops was chosen for this study because of the relatively low ambient noise of the site and the degree of control over airplane operating procedures enabled by operating over a runway closed to other uses during the test period. Measurements were conducted using a twenty microphone U-shaped array oriented perpendicular to the flight path; microphones were mounted such that ground effects were minimized and low elevation angles were observed.

Fleming, Gregg G.↗

Human interactions in space: results from Shuttle/Mir

Background: Anecdotal reports from space and results from simulation studies on Earth have suggested that space crewmembers may experience decrements in their interpersonal environment over time and may displace tension and dysphoria to mission control personnel. Methods: To evaluate these issues, we studied 5 American astronauts, 8 Russian cosmonauts, and 42 American and 16 Russian mission control personnel who participated in the Shuttle/Mir space program. Subjects completed questions from subscales of the Profile of Mood States, the Group Environment Scale, and the Work Environment Scale on a weekly basis before, during, and after the missions. Results: Among the crewmembers, there was little evidence for significant time effects based on triphasic (U-shaped) or linear models for the 21 subscales tested, although the presence of an initial novelty effect that declined over time was found in three subscales for the astronauts. Compared with work groups on Earth, the crewmembers reported less dysphoria and perceived their crew environment as more constraining, cohesive, and guided by leadership. There was no change in ratings of mood and interpersonal environment before, during, and after the missions. Conclusions: There was little support for the presence of a moderate to strong time effect that influenced the space crews. Crewmembers perceived their work environment differently from people on Earth, and they demonstrated equanimity in mood and group perceptions, both in space and on the ground. Grant numbers: NAS9-19411. c 2001. Elsevier Science Ltd. All rights reserved.

Soyuz Project↗

Comparison of Electric Fields and Density structures Seen in Simulations and Satellite Observations

There are now clear observations of large parallel electric fields (E(sub ||)) from Polar and FAST in the auroral upward-current region (UCR). Such fields are associated with large perpendicular electric fields (E(sub perpendicular) and density cavities. The observed features of the fields and density are found to be compatible with their spatial structures seen in a simulated U-shaped potential structure (USPS), consisting of double layers (DL) with obliqueness ranging from zero to 90 degrees from the magnetic field. The spatial and temporal evolution of the USPS, its up and down motions and its striations into thin long potential structures, suggest a variety of signatures in the satellite detection of E(sub ||) and E(sub perpendicular)

Singh, Nagendra↗

High-Flow Jet Exit Rig Designed and Fabricated

The High-Flow Jet Exit Rig at the NASA Glenn Research Center is designed to test single flow jet nozzles and to measure the appropriate thrust and noise levels. The rig has been designed for the maximum hot condition of 16 lbm/sec of combustion air at 1960 R (maximum) and to produce a maximum thrust of 2000 lb. It was designed for cold flow of 29.1 lbm/sec of air at 530 R. In addition, it can test dual-flow nozzles (nozzles with bypass flow in addition to core flow) with independent control of each flow. The High- Flow Jet Exit Rig was successfully fabricated in late 2001 and is being readied for checkout tests. The rig will be installed in Glenn's Aeroacoustic Propulsion Laboratory. The High-Flow Jet Exit Rig consists of the following major components: a single component force balance, the natural-gas-fueled J-79 combustor assembly, the plenum and manifold assembly, an acoustic/instrumentation/seeding (A/I/S) section, a table, and the research nozzles. The rig will be unique in that it is designed to operate uncooled. The structure survives the 1960 R test condition because it uses carefully selected high temperature alloy materials such as Hastelloy-X. The lower plenum assembly was designed to operate at pressures to 450 psig at 1960 R, in accordance with the ASME B31.3 piping code. The natural gas-fueled combustor fires directly into the lower manifold. The hot air is directed through eight 1-1/2-in. supply pipes that supply the upper plenum. The flow is conditioned in the upper plenum prior to flowing to the research nozzle. The 1-1/2-in. supply lines are arranged in a U-shaped design to provide for a flexible piping system. The combustor assembly checkout was successfully conducted in Glenn's Engine Component Research Laboratory in the spring of 2001. The combustor is a low-smoke version of the J79 combustor used to power the F4 Phantom military aircraft. The natural gas-fueled combustor demonstrated high-efficiency combustion over a wide range of operating conditions. This wide operating envelope is required to support the testing of both single- and dual-flow nozzles. Key research goals include providing simultaneous, highly accurate acoustic, flow, and thrust measurements on jet nozzle models in realistic flight conditions, as well as providing scaleable acoustic results. The High-Flow Jet Exit Rig is a second-generation high-flow test rig. Improvements include cleaner flow with reduced levels of particulate, soot, and odor. Choked-flow metering is required with plus or minus 0.25-percent accuracy. Thrust measurements from 0 to 2000 lbf are required with plus or minus 0.25-percent accuracy. Improved acoustics will be achieved by minimizing noise through large pipe bend radii, lower internal flow velocities, and microdrilled choke plates with thousands of 0.040-in.- diameter holes.

Buehrle, Robert J.↗

Circuit Connectors

The U-shaped wire devices in the upper photo are Digi-Klipsm; aids to compact packaging of electrical and electronic devices. They serve as connectors linking the circuitry of one circuit board with another in multi-board systems. Digi-Klips were originally developed for Goddard Space Flight Center to meet a need for lightweight, reliable connectors to replace hand-wired connections formerly used in spacecraft. They are made of beryllium copper wire, noted for its excellent conductivity and its spring-like properties, which assure solid electrical contact over a long period of time.

Source record↗

Low NO.sub.x combustor

A combustor includes a dome assembly having radially outer and inner liners joined thereto and defining therebetween a combustion zone. The dome assembly includes at least one annular dome having a pair of axially extending first flanges between which are disposed a plurality of circumferentially spaced apart carburetors for discharging a fuel/air mixture into the combustion zone for generating combustion gases. An annular heat shield includes a pair of axially extending legs integrally joined to a radially extending face in a generally U-shaped configuration, with the face including a plurality of circumferentially spaced apart ports disposed concentrically with perspective ones of the carburetors for allowing the fuel/air mixture to be discharged therefrom through the heat shield. At least one of the heat shield legs includes a plurality of circumferentially spaced apart mounting holes disposed adjacent to a respective one of the dome flanges, and a plurality of mounting pins are fixedly joined to the dome flange and extend radially through respective ones of the mounting holes without interference therewith for allowing unrestrained thermal movement between the heat shield and the dome while supporting the heat shield against axial pressure loads thereon. In a preferred embodiment, the dome assembly includes three domes having respective ones of the heat shield, and respective baffles are spaced from the heat shields for providing impingement cooling thereof.

Halila, Ely E.↗

Compact valve actuation mechanism

A valve actuation device. The device may include a free floating valve bridge movably supported within a cavity in the engine housing. The bridge may be provided with a cavity and an orifice arrangement for pumping gases entrained with lubricating fluid toward the piston stems as the bridge reciprocates back and forth. The device may also include a rocker arm that has a U-shaped cross-sectional shape for receiving at least a portion of the valve bridge, valve stem valve spring and spring retainer therein. The rocker arm may be provided with lubrication passages for directing lubrication to the point wherein it is pivotally affixed to the engine housing.

Brogdon, James William↗

Telescoping tube assembly

An extensible and retractable telescoping tube positions test devices that inspect large stationary objects. The tube has three dimensional adjustment capabilities and is vertically suspended from a frame. The tube sections are independently supported with each section comprising U-shaped housing secured to a thicker support plate. Guide mechanisms preferably mounted only to the thicker plates guide each tube section parallel to a reference axis with improved accuracy so that the position of the remote end of the telescoping tube is precisely known.

Sturm, Albert J.↗

Grapple fixture for use with electromagnetic attachment mechanism

An electromagnetic attachment mechanism for use as an end effector of a remote manipulator system. A pair of electromagnets 15A,15B, each with a U-shaped magnetic core with a pull-in coil 34 and two holding coils 35,36 are mounted by a spring suspension system 38,47 on a base plate 25 of the mechanism housing 30 with end pole pieces 21,22 adapted to move through openings in the base plate when the attractive force of the electromagnets is exerted on a strike plate 65 of a grapple fixture 20 affixed to a target object 14. The pole pieces are spaced by an air gap from the strike plate when the mechanism first contacts the grapple fixture. An individual control circuit and power source is provided for the pull-in coil and one holding coil of each electromagnet. A back-up control circuit connected to the two power sources and a third power source is provided for the remaining holding coils. When energized, the pull-in coils overcome the suspension system and air gap and are automatically de-energized when the pole pieces move to grapple and impose a preload force across the grapple interface. A battery back-up 89A,89B is a redundant power source for each electromagnet in each individual control circuit and is automatically connected upon failure of the primary power source. A centerline mounted camera 31 and video monitor 70 are used in cooperation with a target pattern 19 on the reflective surface 67 of the strike plate to effect targeting and alignment.

Monford, Jr., Leo G.↗

Progress Towards Fuselage Drag Reduction via Active Flow Control: A Combined CFD and Experimental Effort

A combined computational and experimental effort has been undertaken to study fuselage drag reduction on a generic, non-proprietary rotorcraft fuselage by the application of active ow control. Fuselage drag reduction is an area of research interest to both the United States and France and this area is being worked collaboratively as a task under the United States/France Memorandum of Agreement on Helicopter Aeromechanics. In the first half of this task, emphasis is placed on the US generic fuselage, the ROBIN-mod7, with the experimental work being conducted on the US side and complementary US and French CFD analysis of the baseline and controlled cases. Fuselage simulations were made using Reynolds-averaged Navier-Stokes ow solvers and with multiple turbulence models. Comparisons were made to experimental data for numerical simulations of the isolated fuselage and for the fuselage as installed in the tunnel, which includes modeling of the tunnel contraction, walls, and support fairing. The numerical simulations show that comparisons to the experimental data are in good agreement when the tunnel and model support are included. The isolated fuselage simulations compare well to each other, however, there is a positive shift in the centerline pressure when compared to the experiment. The computed flow separation locations on the rear ramp region had only slight differences with and without the tunnel walls and model support. For the simulations, the flow control slots were placed at several locations around the flow separation lines as a series of eight slots that formed a nearly continuous U-shape. Results from the numerical simulations resulted in an estimated 35% fuselage drag reduction from a steady blowing flow control configuration and a 26% drag reduction for unsteady zero-net-mass flow control configuration. Simulations with steady blowing show a delayed flow separation at the rear ramp of the fuselage that increases the surface pressure acting on the ramp, thus decreasing the overall fuselage pressure drag.

Schaeffler, Norman W.↗

Remote Sensing of the Urban Heat Island Effect Across Biomes in the Continental USA

Impervious surface area (ISA) from the Landsat TM-based NLCD 2001 dataset and land surface temperature (LST) from MODIS averaged over three annual cycles (2003-2005) are used in a spatial analysis to assess the urban heat island (UHI) skin temperature amplitude and its relationship to development intensity, size, and ecological setting for 38 of the most populous cities in the continental United States. Development intensity zones based on %ISA are defined for each urban area emanating outward from the urban core to the nonurban rural areas nearby and used to stratify sampling for land surface temperatures and NDVI. Sampling is further constrained by biome and elevation to insure objective intercomparisons between zones and between cities in different biomes permitting the definition of hierarchically ordered zones that are consistent across urban areas in different ecological setting and across scales. We find that ecological context significantly influences the amplitude of summer daytime UHI (urban-rural temperature difference) the largest (8 C average) observed for cities built in biomes dominated by temperate broadleaf and mixed forest. For all cities combined, ISA is the primary driver for increase in temperature explaining 70% of the total variance in LST. On a yearly average, urban areas are substantially warmer than the non-urban fringe by 2.9 C, except for urban areas in biomes with arid and semiarid climates. The average amplitude of the UHI is remarkably asymmetric with a 4.3 C temperature difference in summer and only 1.3 C in winter. In desert environments, the LST's response to ISA presents an uncharacteristic "U-shaped" horizontal gradient decreasing from the urban core to the outskirts of the city and then increasing again in the suburban to the rural zones. UHI's calculated for these cities point to a possible heat sink effect. These observational results show that the urban heat island amplitude both increases with city size and is seasonally asymmetric for a large number of cities across most biomes. The implications are that for urban areas developed within forested ecosystems the summertime UHI can be quite high relative to the wintertime UHI suggesting that the residential energy consumption required for summer cooling is likely to increase with urban growth within those biomes.

Imhoff, Marc L.↗

High Frequency Acoustic Response Characterization and Analysis of the Deep Throttling Common Extensible Cryogenic Engine

The Common Extensive Cryogenic Engine program demonstrated the operation of a deep throttling engine design. The program, spanning five years from August 2005 to July 2010, funded testing through four separate engine demonstration test series. Along with successful completion of multiple objectives, a discrete response of approximately 4000 Hz was discovered and explored throughout the program. The typical low-amplitude acoustic response was evident in the chamber measurement through almost every operating condition; however, at certain off-nominal operating conditions, the response became discrete with higher amplitude. This paper summarizes the data reduction, characterization, and analysis of the 4,000 Hz response for the entire program duration, using the large amount of data collected. Upon first encountering the response, new objectives and instrumentation were incorporated in future test series to specifically collect 4,000 Hz data. The 4,000 Hz response was identified as being related to the first tangential acoustic mode by means of frequency estimation and spatial decomposition. The latter approach showed that the effective node line of the mode was aligned with the manifold propellant inlets with standing waves and quasi-standing waves present at various times. Contour maps that contain instantaneous frequency and amplitude trackings of the response were generated as a significant improvement to historical manual approaches of data reduction presentation. Signal analysis and dynamic data reduction also uncovered several other features of the response including a stable limit cycle, the progressive engagement of subsequent harmonics, the U-shaped time history, an intermittent response near the test-based neutral stability region, other acoustic modes, and indications of modulation with a separate subsynchronous response. Although no engine damage related to the acoustic mode was noted, the peak-to-peak fluctuating pressure amplitude achieved 12.1% of the mean chamber pressure at its highest. The identification of this response in terms of an instability is also discussed.

Casiano, M. J.↗

The Impact of Model and Rainfall Forcing Errors on Characterizing Soil Moisture Uncertainty in Land Surface Modeling

The contribution of rainfall forcing errors relative to model (structural and parameter) uncertainty in the prediction of soil moisture is investigated by integrating the NASA Catchment Land Surface Model (CLSM), forced with hydro-meteorological data, in the Oklahoma region. Rainfall-forcing uncertainty is introduced using a stochastic error model that generates ensemble rainfall fields from satellite rainfall products. The ensemble satellite rain fields are propagated through CLSM to produce soil moisture ensembles. Errors in CLSM are modeled with two different approaches: either by perturbing model parameters (representing model parameter uncertainty) or by adding randomly generated noise (representing model structure and parameter uncertainty) to the model prognostic variables. Our findings highlight that the method currently used in the NASA GEOS-5 Land Data Assimilation System to perturb CLSM variables poorly describes the uncertainty in the predicted soil moisture, even when combined with rainfall model perturbations. On the other hand, by adding model parameter perturbations to rainfall forcing perturbations, a better characterization of uncertainty in soil moisture simulations is observed. Specifically, an analysis of the rank histograms shows that the most consistent ensemble of soil moisture is obtained by combining rainfall and model parameter perturbations. When rainfall forcing and model prognostic perturbations are added, the rank histogram shows a U-shape at the domain average scale, which corresponds to a lack of variability in the forecast ensemble. The more accurate estimation of the soil moisture prediction uncertainty obtained by combining rainfall and parameter perturbations is encouraging for the application of this approach in ensemble data assimilation systems.

Maggioni, V.↗

Mechanisms of Active Aerodynamic Load Reduction on a Rotorcraft Fuselage With Rotor Effects

The reduction of the aerodynamic load that acts on a generic rotorcraft fuselage by the application of active flow control was investigated in a wind tunnel test conducted on an approximately 1/3-scale powered rotorcraft model simulating forward flight. The aerodynamic mechanisms that make these reductions, in both the drag and the download, possible were examined in detail through the use of the measured surface pressure distribution on the fuselage, velocity field measurements made in the wake directly behind the ramp of the fuselage and computational simulations. The fuselage tested was the ROBIN-mod7, which was equipped with a series of eight slots located on the ramp section through which flow control excitation was introduced. These slots were arranged in a U-shaped pattern located slightly downstream of the baseline separation line and parallel to it. The flow control excitation took the form of either synthetic jets, also known as zero-net-mass-flux blowing, and steady blowing. The same set of slots were used for both types of excitation. The differences between the two excitation types and between flow control excitation from different combinations of slots were examined. The flow control is shown to alter the size of the wake and its trajectory relative to the ramp and the tailboom and it is these changes to the wake that result in a reduction in the aerodynamic load.

Schaeffler, Norman W.↗

In-Situ Detection of Process-Induced Porosity During Cure of Out-of-Autoclave Composites

Composite materials offer unique benefits in aerospace applications, including high strength-to-weight ratio, and are becoming increasingly used by industry manufacturers. Current manufacturing and processing methods can lead to defects in the composites, which are identified after fabrication using inspection methods. This study utilized a high-temperature ultrasonic inspection system to detect process-induced porosity in an out-of-autoclave (OOA) composite panel during cure. In order to perform ultrasonic scans in-situ during cure, the system needed to be able to operate at oven temperatures up to 200 °C. There are no commercially available ultrasonic scanning systems that can operate continuously at these temperatures, so an enclosure was fabricated to insulate the ultrasonic system in the curing oven. The enclosure housed a MISTRAS® motorized X-Y raster scanner and contact transducer (Olympus® X2002). The Olympus® X2002 contact transducer is a continuous high-temperature delay line transducer with a center frequency of 2.25 MHz. In order to prevent the inside of the enclosure from reaching high temperatures, a sparge pipe inside the cooling enclosure was connected to a liquid nitrogen (LN2) tank outside of the oven via insulated hoses. The cooling system was automatically controlled by a temperature controller that was programmed to open a solenoid valve along the hose at 31 ℃ and close at 28 ℃ inside the cooling enclosure. When the solenoid valve was open, LN2 would flow from the LN2 tank and vaporize prior to reaching cooling enclosure. A U-shaped sparge pipe had holes drilled along its length to uniformly introduce cold nitrogen gas into the cooling enclosure. This prevented the motors from ever reaching the maximum desired operating temperature of 38 ℃. In the bottom of the enclosure, the tool plate was placed with the composite facing the outside of the enclosure, exposing it to the temperatures of the oven. The tool plate was 63.5 mm thick borosilicate glass, which was chosen for its low ultrasonic attenuation and moderate thermal conductivity. A thin layer of ultrasonic couplant was placed on the tool plate. The transducer sent and received ultrasonic waves through the tool plate into the composite. A MISTRAS® Remote UT System performed all wave generation, analog to digital conversion, and data acquisition and processing. The transducer was connected directly to the Remote UT System via a high-temperature BNC cable (CD International, RG-316). Polyimide insulated copper wire was used to connect the scanner to a 2-axis motor drive, which was connected to the Remote UT System. The motor drive and Remote UT System were located outside the industrial oven. A diagram of the ultrasonic system is shown in Figure 1. Figure 1: Diagram of ultrasonic in-situ defect detection system. In this study, a porosity gradient was introduced into the carbon fiber reinforced polymer (CFRP) composite through a misfit of the part and caul plate. A 24-ply quasi-isotropic ([0/90, ±45]12S) composite panel was laid up using Newport® AS4C-M/NB321 out-of-autoclave (OOA) plain weave (PW) prepreg (42% resin content, 195 g/m2). The first 16 plies were 203 mm × 203 mm. Ply drops were incorporated into the panel by decreasing the length of plies 17-24. The sizes of each ply are included in Table 1. All plies were centered along their length (x-axis) creating a trapezoidal type cross-section. Table 1: Ply sizes Plies Length (mm) Width (mm) 1-16 203 203 17-18 102 203 19-20 85 203 21-22 68 203 23-24 51 203 A 15-5 stainless steel caul plate (Size: 203 × 203 × 1.2 mm) was placed on the laminate. The composite and caul plate were vacuum bagged to the tool plate. Per the product datasheet, Newport 321 can be cured between 121 °C and 149 °C, depending on service temperature, with a hold for 90-120 minutes. Based on prior thermal testing of the cooling enclosure, the desired composite temperature cycle could be attained when the air temperature of the oven was ramped to 160 °C at a rate of 1.7 °C/min with a 3 hour hold. The extended hold was not necessary to cure the composite, but did allow for additional scans at the cure temperature during preliminary testing. The composite panel was under vacuum pressure for the entire cure cycle. Under vacuum, the caul plate deformed causing high and low pressure regions. The low-pressure regions formed high porosity in the composite part. The ultrasonic data collected showed that the inspection system was able to monitor the evolution of porosity within the composite throughout the cure cycle. Fifty scans of a 203 mm × 51 mm (8 in. × 2 in.) area of the composite were completed throughout the cure cycle. The scan speed was set to 43 mm/s in the x-direction and 36 mm/s in the y-direction, with a 1.0 mm/pixel resolution in both directions. Each scan took approximately five minutes to complete. Figure 2 shows C-scan amplitude data (top view) from one scan during the cure cycle. The color map indicates the maximum amplitude (%) measured with a time gate that contains reflections from the back surface (furthest from the transducer in contact with the caul plate) of the composite. Because porosity in the composite increases the ultrasonic attenuation in the composite part, a higher amplitude (red) indicates low porosity and a lower amplitude (blue) indicates high porosity. The regions where the caul plate was applying increased pressure (center and ends of the panel) resulted in reduced porosity, whereas the ply drop regions had reduced pressure and thus had higher porosity. Figure 2: Amplitude C-scan (top view) of OOA composite from one scan during the 160 °C temperature hold. Higher amplitude (red) indicates low porosity. Lower amplitude (blue) indicates high porosity. A B-scan is a two-dimensional image plotting the ultrasonic signals from a single y-position at every x-location of the composite panel. The travel time (μs) of the ultrasonic wave (representing the through-thickness location) is plotted along the y-axis, and the ultrasonic wave signal is represented as a contour map. Based on the B-scan data, the location of the defects with respect to the composite thickness was able to be determined. The ply drop regions had high porosity near the front (tool plate) surface of the composite (Figure 3). Figure 3: B-scan (cross-section view) of OOA composite from one scan during the 160 °C temperature hold. Using the data obtained from amplitude C-scans and B-scans throughout the cure cycle, the high and low porosity regions within the composite laminate were detected and localized with high spatial resolution. This paper will discuss the evolution of porosity content in the OOA composite during cure. OOA tests aided the transition of this system to an autoclave, which is the primary method of curing aerospace-grade thermoset composites.

Tyler B. Hudson↗