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An accelerated characterization procedure has been developed for time-dependent compliances and strengths of resin-matrix composites. The procedure, which is based on a time-temperature-stress superposition principle, is applied to a graphite/epoxy laminate T300/934. Creep rupture analytical models are discussed, and model predictions are compared with experimental data. Master curves for the creep compliances are given.
The data base for composite materials' properties as they are affected by the environments encountered in operating conditions, both in flight and at ground terminals is expanded. Absorbed moisture degrades the mechanical properties of graphite/epoxy laminates at elevated temperatures. Since airplane components are frequently exposed to atmospheric moisture, rain, and accumulated water, quantitative data are required to evaluate the amount of fluids absorbed under various environmental conditions and the subsequent effects on material properties. In addition, accelerated laboratory test techniques are developed are reliably capable of predicting long term behavior. An accelerated environmental exposure testing procedure is developed, and experimental results are correlated and compared with analytical results to establish the level of confidence for predicting composite material properties.
Measurements conducted on a DC-9 aircraft test section to define the shell and cavity modes of the fuselage, understand its structural-acoustic coupling characteristics, and measure its response to different types of acoustic and vibration excitations are reported. The data were processed to generate spatial plots and wavenumber maps of the shell acceleration and cabin acoustic pressure field. Analysis and interpretation of the spatial plots and wavenumber maps showed that the only structural-acoustic coupling occurred at 105 Hz between the N=2 circumferential structural mode and the (n=2, p=0) circumferential cavity mode. The fuselage response to vibration excitation was found to be dominated by modes whose order increases with frequency.
The influence of the solar rotation of the polar solar wind acceleration was analyzed theoretically. Data from the Solar and Heliospheric Observatory (SOHO) ultraviolet instruments were used to test the theoretical predictions. These predictions are: the double electric layer at the heliocentric distance of 2.6 solar radii, and the system of field-aligned electric currents above 2.6 solar radii. The model provides a 3D analytical discontinuous stationary solution of the magnetohydrodynamic equations in the non-inertial frame of reference.
NASA spacecraft design requirements for occupant protection are a combination of the Brinkley criteria and injury metrics extracted from anthropomorphic test devices (ATD's). For the ATD injury metrics, the requirements specify the use of the 5th percentile female Hybrid III and the 95th percentile male Hybrid III. Furthermore, each of these ATD's is required to be fitted with an articulating pelvis and a straight spine. The articulating pelvis is necessary for the ATD to fit into spacecraft seats, while the straight spine is required as injury metrics for vertical accelerations are better defined for this configuration. The requirements require that physical testing be performed with both ATD's to demonstrate compliance. Before compliance testing can be conducted, extensive modeling and simulation are required to determine appropriate test conditions, simulate conditions not feasible for testing, and assess design features to better ensure compliance testing is successful. While finite element (FE) models are currently available for many of the physical ATD's, currently there are no complete models for either the 5th percentile female or the 95th percentile male Hybrid III with a straight spine and articulating pelvis. The purpose of this work is to assess the accuracy of the existing Livermore Software Technology Corporation's FE models of the 5th and 95th percentile ATD's. To perform this assessment, a series of tests will be performed at Wright Patterson Air Force Research Lab using their horizontal impact accelerator sled test facility. The ATD's will be placed in the Orion seat with a modified-advanced-crew-escape-system (MACES) pressure suit and helmet, and driven with loadings similar to what is expected for the actual Orion vehicle during landing, launch abort, and chute deployment. Test data will be compared to analytical predictions and modelling uncertainty factors will be determined for each injury metric. Additionally, the test data will be used to further improve the FE model, particularly in the areas of the ATD neck components, harness, and suit and helmet effects.
This paper presents the influential factors which govern screen selection for liquid acquisition devices (LADs) operating in microgravity conditions for future in-space cryogenic propulsion engines and cryogenic propellant depots. Space flight requirements, which include mass flow rate, acceleration level and direction, and thermal environment, dictate screen selection for a particular mission. The five influential factors include bubble point pressure, flow-through-screen pressure drop, wicking rate, screen compliance, and material compatibility. Governing equations and analytical models for these parameters are developed from first principles. A comprehensive survey of the historical data on coarser LAD meshes over four decades of work is conducted, and liquid hydrogen data for finer Dutch Twill meshes (325 x 2300, 450 x 2750, 510 x 3600) from recently concluded experiments is also presented to validate analytical models. Each of these parameters is measurable from ground based tests, making it facile to predict flight system performance. Therefore analytical models in this paper will be valuable for future LAD designs for both cryogenic and storable propulsion systems. Additionally, analysis will be given on the impact of the factors on liquid hydrogen systems.
Normal vibrational modes on large spacecraft are excited by crew activity, operating machinery, and other mechanical disturbances. Periodic engine burns for maintaining vehicle attitude and random impulse type disturbances also contribute to the acceleration environment of a Spacecraft. Accelerations from these vibrations (often referred to as g-jitter) are several orders of magnitude larger than the residual accelerations from atmospheric drag and gravity gradient effects. Naturally, the effects of such accelerations have been a concern to prospective experimenters wishing to take advantage of the microgravity environment offered by spacecraft operating in low Earth orbit and the topic has been studied extensively, both numerically and analytically. However, these studies have not produced a general theory that predicts the effects of multi-spectral periodic accelerations on a general class of experiments nor have they produced scaling laws that a prospective experimenter could use to assess how his/her experiment might be affected by this acceleration environment. Furthermore, there are no actual flight experimental data that correlates heat or mass transport with measurements of the periodic acceleration environment. The present investigation approaches this problem with carefully conducted terrestrial experiments and rigorous numerical modeling thereby providing comparative theoretical and experimental data. The modeling, it is hoped will provide a predictive tool that can be used for assessing experiment response to Spacecraft vibrations.
Analytical techniques for the analysis of stall/spin flight test data are reviewed by discussing (1) certain special flight instrumentation issues, (2) the mathematical modeling techniques, and (3) the analysis of post stall and spinning flight of general aviation airplanes. The angles of attack, sideslip, roll, pitch, and yaw are derived from measurements of angular velocity and linear acceleration. The key to the success of this approach is to simultaneously estimate both the biases in the instrumentation and the initial conditions. Techniques for determining stability derivatives from flight data are applied to angles of attack too high for stabilized flight. This practice greatly expands the range over which aerodynamic characteristics can be determined from flight test. Nonlinear terms in certain aerodynamic functions are shown to be valid by comparing them with the trends of results at different angles of attack. A very old technique of studying spins is extended and applied to some modern light airplanes. Airplanes for which the wing provides the dominant moments during spins, offer the possibility of linking spin characteristics to longitudinal data.
The Boeing Active Rack Isolation System (ARIS) is one of the means used to isolate acceleration-sensitive scientific experiments from structurally transmitted disturbances aboard the International Space Station. The presentation provides an overview of ARIS and technical issues associated with the development of the active control system. An overview of ARIS analytical models is presented along with recent isolation performance predictions made using these models. Issues associated with commanding and capturing ARIS data are discussed and possible future options based on the ARIS ISS Characterization Experiment (ICE) Payload On-orbit Processor (POP) are outlined. An overview of the ARIS-ICE experiment scheduled to fly on ISS Flight 6A is presented. The presentation concludes with a discussion of recent- developmental work that includes passive rack damping, umbilical redesigns and advanced multivariable control design methods.
Improved and/or accelerated decision making is a crucial step during flutter certification processes. Unfortunately, most finite element structural dynamics models have uncertainties associated with model validity. Tuning the finite element model using measured data to minimize the model uncertainties is a challenging task in the area of structural dynamics. The model tuning process requires not only satisfactory correlations between analytical and experimental results, but also the retention of the mass and stiffness properties of the structures. Minimizing the difference between analytical and experimental results is a type of optimization problem. By utilizing the multidisciplinary design, analysis, and optimization (MDAO) tool in order to optimize the objective function and constraints; the mass properties, the natural frequencies, and the mode shapes can be matched to the target data to retain the mass matrix orthogonality. This approach has been applied to minimize the model uncertainties for the structural dynamics model of the Aerostructures Test Wing (ATW), which was designed and tested at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center (DFRC) (Edwards, California). This study has shown that natural frequencies and corresponding mode shapes from the updated finite element model have excellent agreement with corresponding measured data.
Improved and/or accelerated decision making is a crucial step during flutter certification processes. Unfortunately, most finite element structural dynamics models have uncertainties associated with model validity. Tuning the finite element model using measured data to minimize the model uncertainties is a challenging task in the area of structural dynamics. The model tuning process requires not only satisfactory correlations between analytical and experimental results, but also the retention of the mass and stiffness properties of the structures. Minimizing the difference between analytical and experimental results is a type of optimization problem. By utilizing the multidisciplinary design, analysis, and optimization (MDAO) tool in order to optimize the objective function and constraints; the mass properties, the natural frequencies, and the mode shapes can be matched to the target data to retain the mass matrix orthogonality. This approach has been applied to minimize the model uncertainties for the structural dynamics model of the aerostructures test wing (ATW), which was designed and tested at the National Aeronautics and Space Administration Dryden Flight Research Center (Edwards, California). This study has shown that natural frequencies and corresponding mode shapes from the updated finite element model have excellent agreement with corresponding measured data.
A computer program for space shuttle orbit injection propulsion system analysis (SOPSA) is described to show the operational characteristics and the computer system requirements. The program was developed as an analytical tool to aid in the preliminary design of propellant feed systems for the space shuttle orbiter main engines. The primary purpose of the program is to evaluate the propellant tank ullage pressure requirements imposed by the need to accelerate propellants rapidly during the engine start sequence. The SOPSA program will generate parametric feed system pressure histories and weight data for a range of nominal feedline sizes.
Computer experiments are described which used transient responses in flap-bending and torsion of a rotor blade at high advance ratio. It was found that a simple system identification method applying a linear sequential estimator also called equation of motion estimator, is suitable for this periodic system and can be used directly, if only the acceleration data are noise-polluted. In the case where noise is also present in the state-variable data, the direct application of the estimator gave poor results. However after prefiltering the data with a digital Graham filter having a cutoff frequency above the natural blade torsion frequency, the linear sequential estimator successfully recovered the parameters of the periodic coefficient analytical model.
A simple approach for computing unsteady aerodynamic forces from simulated measured strain data is proposed in this study. First, the deflection and slope of the structure are computed from the unsteady strain using the two-step approach. Velocities and accelerations of the structure are computed using the autoregressive moving average model, on-line parameter estimator, low-pass filter, and a least-squares curve fitting method together with analytical derivatives with respect to time. Finally, aerodynamic forces over the wing are computed using modal aerodynamic influence coefficient matrices, a rational function approximation, and a time-marching algorithm.
An analytical model was developed which quantifies effects on organic composite matrix materials of high energy electrons and of UV as well as interactions between the two radiations. Literature data on polyethylene were used to construct a degradation kinetics scheme corresponding to an Earth orbit at L=3. Analysis of the model showed that steady state concentrations of radicals put limits on accelerated test conditions. These conclusions were validated by an experimental study on polymethylmethacrylate using UV laser excitation. Relationships for balancing electron and UV radiations to equal acceleration factors are derived. Pulse radiolysis using an electron-beam along with time-resolved spectroscopy is shown to be able to separate primary form secondary reactions. Implications of these reactions to changes in engineering material properties are indicated. The use of mechanistic studies is discussed in the context of general test strategies for evaluating materials for space applications.
The relationship between auroral electron energy flux and the inferred accelerating potential drop for accelerated Maxwellian distributions is investigated on the basis of Atmospheric Explorer D spectral measurements. An analytical approximation for the total downward energy flux carried by an isotropic Maxwellian electron population accelerated by a field-aligned electrostatic potential drop is derived which is valid for values of the electron energy/characteristic accelerated Maxwellian distribution energy which are less than the difference between the ratio of the magnetic field strengths at the altitude of observation and the altitude of potential drop, and unity. Data from the Low Energy Electron Experiment on board AE D obtained on both the dayside and the nightside during periods of significant inverted-V type electron precipitation shows that the 455 energy spectra considered, 160 of them, obtained between 60 and 85 deg invariant latitude, could be fit to accelerated Maxwellian distributions. The 160 Maxwellian spectra are then shown to be in agreement with the predictions of the accelerated Maxwellian model. Finally, analysis of individual spectra suggests that the altitude of the inferred potential drop is at a maximum near the center of the inverted-V structures.
A method to predict the long term compliance of unidirectional off-axis laminates from short term laboratory tests is presented. The method uses an orthotropic transformation equation and the time-stress-temperature superposition principle. Short term tests are used to construct master curves for two off-axis unidirectional laminates with fiber angles of 10 and 90 degrees. Analytical predictions of long term compliance for 30 and 60 degrees laminates are made. Comparisons with experimental data are also given.
During several Active Aeroelastic Wing research flights, the shadow of the over-wing shock could be observed because of natural lighting conditions. As the plane accelerated, the shock location moved aft, and as the shadow passed the aileron and trailing-edge flap hinge lines, their associated hinge moments were substantially affected. The observation of the dominant effect of shock location on aft control surface hinge moments led to this investigation. This report investigates the effect of over-wing shock location on wing loads through flight-measured data and analytical predictions. Wing-root and wing-fold bending moment and torque and leading- and trailing-edge hinge moments have been measured in flight using calibrated strain gages. These same loads have been predicted using a computational fluid dynamics code called the Euler Navier-Stokes Three Dimensional Aeroelastic Code. The computational fluid dynamics study was based on the elastically deformed shape estimated by a twist model, which in turn was derived from in-flight-measured wing deflections provided by a flight deflection measurement system. During level transonic flight, the shock location dominated the wing trailing-edge control surface hinge moments. The computational fluid dynamics analysis based on the shape provided by the flight deflection measurement system produced very similar results and substantially correlated with the measured loads data.