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At least 991 records · Page 55

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NASA NTRS1982

Prediction of residual tensile strength of transversely impacted composite laminates

The response to low velocity impact of graphite-epoxy T300/5208 composite laminates is discussed. Steel balls of 3/8 inch, 5/8 inch, and 1 inch diameter were the projectiles. Impact energy was limited to 1.2 joules. Impacted specimens were ultrasonically C scanned to determine the impact damaged region. The threshold value of impact energy for impact damage was found to be approximately 0.3 joules. A model was developed to predict the tensile residual strength of impact damaged specimens from fracture mechanics concepts. Impacted specimens were tested in tension to provide a fracture data base. The experimental results agreed well with the predictions from fracture mechanics. In this study, the maximum impact velocity used to simulate the low velocity transverse impact from common objects like tool drops was 10 m/s.

Lal, K. M.↗

NASA NTRS1988

Late Eocene impact events recorded in deep-sea sediments

Raup and Sepkoski proposed that mass extinctions have occurred every 26 Myr during the last 250 Myr. In order to explain this 26 Myr periodicity, it was proposed that the mass extinctions were caused by periodic increases in cometary impacts. One method to test this hypothesis is to determine if there were periodic increases in impact events (based on crater ages) that correlate with mass extinctions. A way to test the hypothesis that mass extinctions were caused by periodic increases in impact cratering is to look for evidence of impact events in deep-sea deposits. This method allows direct observation of the temporal relationship between impact events and extinctions as recorded in the sedimentary record. There is evidence in the deep-sea record for two (possibly three) impact events in the late Eocene. The younger event, represented by the North American microtektite layer, is not associated with an Ir anomaly. The older event, defined by the cpx spherule layer, is associated with an Ir anomaly. However, neither of the two impact events recorded in late Eocene deposits appears to be associated with an unusual number of extinctions. Thus there is little evidence in the deep-sea record for an impact-related mass extinction in the late Eocene.

Glass, B. P.↗

NASA NTRS1985

Development of an energy absorbing passenger seat for the B-720 test aircraft

An evaluation is made of the experimental results obtained in the 720B airliner flight crash testing of an energy-absorbing passenger seat design, which has been derived through modification of a standard three-passenger commercial aviation seat. The highly instrumented 720B aircraft was crashed at the end of a remotely controlled flight on a specially prepared, gravel-covered ground site. In order to limit acceleration upon impact, the seat tested had been designed and fabricated to collapse under a controlled load. The aircraft impact's shock pulse is absorbed by tubes which crush under load as axial columns.

Eichelberger, C. P.↗

NASA NTRS1986

Noise predictions of a high bypass turbofan engine using the Lockheed Near-Field Noise Prediction Program

The prediction of engine noise during cruise using the Near-Field Noise Prediction Program developed by Lockheed is examined. Test conditions were established which simulate the operation of a high bypass turbofan engine under a wide range of operating conditions. These test conditions include variations in altitude, flight Mach number and thrust setting. Based on the results of noise prediction made using the Lockheed program, an evaluation of the impact of these test conditions on the overall sound pressure level(OASPL)and the one-third octave band spectra is made. An evaluation of the sensitivity of flight condition parameters is also made. The primary noise source from a high bypass turbofan was determined to be fan broadband shock noise. This noise source can be expected to be present during normal cruising conditions. When present, fan broadband shock noise usually dominates at all frequencies and all directivity angles. Other noise sources of importance are broadband shock noise from the primary jet, fan noise, fan mixing noise and turbine noise.

Rawls, J. W., Jr.↗

NASA NTRS2019

Hypervelocity Impact Performance of 3D Printed Aluminum Panels

With the continued development of additive manufacturing methods, control over the shape of ligaments, cell regularity, and macroscopic shape can all be easily tuned. This capability allows for tailoring of component architecture and promotes potential mass savings in a space vehicle structure. Additionally, it allows one the flexibility of combining structural elements such as MMOD protection and vehicle stiffness for launch loads for an overall mass reduction. At NASA JSC this technology is being explored in many different ways with the goal being a multifunctional structural component. For this study, four different types of aluminum panels have been 3D printed for testing, three being of a body centric cubic (BCC) lattice structure core and one being kelvin cell structure core. All samples have a 5.33 cm (0.05”) nominally thick aluminum face sheet printed on the front and back side of each panel, with all core materials having a 5.08 cm (2.0”) nominal thickness (see Table 1 for test sample summary and Figures 1 – 2 for sample illustrations). These tests will evaluate the performance of 3D printed aluminum panels under hypervelocity impact (HVI) conditions. The hypervelocity impact tests are being conducted at the JSC White Sands Test Facility (WSTF) Remote Hypervelocity Test Laboratory (RHTL), located in Las Cruces, New Mexico. All tests will be conducted with a 3.4mm Al 2017-T4 sphere at 6.8 km/s impacting at 0° to surface normal (i.e., impacting with no obliquity). Each sample will be trapped between two metal frames, with gasket material residing between the sample and frame, which will be the shipping and testing configuration for all tests. There will be an Al 2017-T4 witness plate staged 5.08 cm (2.0”) from each sample to capture signature of debris, if the rear face sheet of the sample were to perforate from the HVI test event.

Davis, B. A.↗

NASA NTRS1991

Compression behavior of graphite-thermoplastic and graphite-epoxy panels with circular holes or impact damage

An experimental investigation of the compression behavior of laminated specimens made from graphite-epoxy tape, graphite-thermoplastic tape and graphite-thermoplastic fabric was conducted. Specimens with five different stacking sequences were loaded to failure in uniaxial compression. Some of the specimens had central circular holes with diameters up to 65 percent of the specimen width. Other specimens were subjected to low speed impact with impact energies up to 35 J prior to compressive loading. This investigation indicates that graphite-thermoplastic specimens with holes have up to 15 percent lower failure stresses and strains than graphite-epoxy specimens with the same stacking sequence and hole size. However, graphite-thermoplastic specimens subjected to low speed impact have up to 15 percent higher failure stresses and strains than graphite-epoxy specimens with the same stacking sequence and impact energy. Compression tests of graphite-thermoplastic specimens constructed of unidirectional tape and fabric indicate that the material form has little effect on failure strains in specimens with holes or low speed impact damage.

Jegley, Dawn C.↗

NASA NTRS1990

An experimental investigation of delamination buckling and growth

An experimental investigation of delamination buckling and growth in compression loaded composite laminates is described. Compression tests were conducted on impact damaged laminates and laminates containing preimplanted delaminations. These tests were performed utilizing a fixture designed to prevent global buckling. The results of this study indicate that considerations in addition to initial defect geometry influence the shape of the boundary of the buckled region. Further, idealized delamination buckling from preimplanted delaminations may occur quite differently than in the case of an impact damaged laminate. The growth of a delamination following buckling may follow an irregular path and may involve the delamination growing into different interfaces.

Davidson, Barry D.↗

NASA NTRS1990

Compression behavior of graphite-epoxy and graphite-thermoplastic panels with circular holes or impact damage

An experimental investigation of the compression behavior of laminated specimens made from graphite-epoxy tape (AS4-3502), graphite-thermoplastic tape (AS4-PEEK), and graphite-thermoplastic fabric (AS4-PEEK) was conducted. Specimens with five different stacking sequences were loaded to failure in uniaxial compression. Some of the specimens had central circular holes with diameters up to 65 percent of the specimen width. Other specimens were subjected to low speed impact with impact energy up to 30 J prior to compressive loading. This investigation indicates that graphite-thermoplastic specimens with holes have up to 15 percent lower failure stresses and strains than graphite-epoxy specimens with the same stacking sequence and hole size. However, graphite-thermoplastic specimens subjected to low speed impact have up to 15 percent higher failure stresses and strains than graphite-epoxy specimens with the same stacking sequence and impact energy. Compression tests of graphite-thermoplastic specimens constructed of unidirectional tape and of fabric indicate that the material form has little effect on failure strains in specimens with holes or low speed impact damage.

Jegley, Dawn C.↗

NASA NTRS1987

Effect of Helicopter Blade Dynamics on Blade Aerodynamic and Structural Loads

The effect of rotor blade dynamics on aerodynamic and structural loads is examined for a conventional, main- rotor helicopter using both a comprehensive rotorcraft analysis (CAMRAD) and night test data. The impact of blade dynamics on blade section lift-coefficient time histories is studied by comparing predictions from both a rigid blade analysis and an elastic blade analysis with helicopter flight test data. The elastic blade analysis better predicts high-frequency behavior of section lift. In addition, components of the blade angle of attack, such as elastic blade twist, blade nap rate, blade slope velocity, and inflow, are examined as a function of blade mode. Elastic blade motion affects the blade angle of attack by a few tenths of a degree, and up to the sixth rotor harmonic. A similar study of the influence of blade dynamics on bending and torsion moments was also conducted. The modal analysis of the predicted blade structural loads suggested that five elastic bending deg of freedom (four flap and one lag) and three elastic torsion deg of freedom contributed to calculations of the blade structural loads. However, when structural bending load predictions from several elastic blade analyses were compared with flight test data, an elastic blade model consisting of only three elastic bending modes (first and second flap, and first lag), and two elastic torsion modes was found to be sufficient for maximum correlation.

Heffernan, Ruth M.↗

NASA NTRS1987

Effect of helicopter blade dynamics on blade aerodynamic and structural loads

The effect of rotor blade dynamics on aerodynamic and structural loads is examined for a conventional, main-rotor helicopter using a comprehensive rotorcraft analysis (CAMRAD) and flight-test data. The impact of blade dynamics on blade section lift-coefficient time histories is studied by comparing predictions from a rigid-blade analysis and an elastic-blade analysis with helicopter flight test data. The elastic blade analysis better predicts high-frequency behavior of section lift. In addition, components of the blade angle of attack such as elastic blade twist, blade flap rate, blade slope velocity, and inflow are examined as a function of blade mode. Elastic blade motion changed blade angle of attack by a few tenths of a degree, and up to the sixth rotor harmonic. A similar study of the influence of blade dynamics on bending and torsion moments was also conducted. A correlation study comparing predictions from several elastic-blade analyses with flight-test data revealed that an elastic-blade model consisting of only three elastic bending modes (first and second flap and first lag), and two elastic torsion modes was sufficient for good correlation.

Heffernan, Ruth M.↗

NASA NTRS1982

Crash tests of four low-wing twin-engine airplanes with truss-reinforced fuselage structure

Four six-place, low-wing, twin-engine, general aviation airplane test specimens were crash tested under controlled free flight conditions. All airplanes were impacted on a concrete test surface at a nomial flight path velocity of 27 m/sec. Two tests were conducted at a -15 deg flight path angle (0 deg pitch angle and 15 deg pitch angle), and two were conducted at a -30 deg flight path angle (-30 deg pitch angle). The average acceleration time histories (crash pulses) in the cabin area for each principal direction were calculated for each crash test. In addition, the peak floor accelerations were calculated for each test as a function of aircraft fuselage longitudinal station number. Anthropomorphic dummy accelerations were analyzed using the dynamic response index and severity index (SI) models. Parameters affecting the dummy restraint system were studied; these parameters included the effect of no upper torso restraint, measurement of the amount of inertia-reel strap pullout before locking, measurement of dummy chest forward motion, and loads in the restraints. With the SI model, the dummies with no shoulder harness received head impacts above the concussive threshold.

Williams, M. S.↗

NASA NTRS2013

International Space Station (ISS) Soyuz Vehicle Descent Module Evaluation of Thermal Protection System (TPS) Penetration Characteristics

The descent module (DM) of the ISS Soyuz vehicle is covered by thermal protection system (TPS) materials that provide protection from heating conditions experienced during reentry. Damage and penetration of these materials by micrometeoroid and orbital debris (MMOD) impacts could result in loss of vehicle during return phases of the mission. The descent module heat shield has relatively thick TPS and is protected by the instrument-service module. The TPS materials on the conical sides of the descent module (referred to as backshell in this test plan) are exposed to more MMOD impacts and are relatively thin compared to the heat shield. This test program provides hypervelocity impact (HVI) data on materials similar in composition and density to the Soyuz TPS on the backshell of the vehicle. Data from this test program was used to update ballistic limit equations used in Soyuz TPS penetration risk assessments. The impact testing was coordinated by the NASA Johnson Space Center (JSC) Hypervelocity Impact Technology (HVIT) Group [1] in Houston, Texas. The HVI testing was conducted at the NASA-JSC White Sands Hypervelocity Impact Test Facility (WSTF) at Las Cruces, New Mexico. Figure

Davis, Bruce A.↗

NASA NTRS1975

Development of impact resistant boron/aluminum composites for turbojet engine fan blades

Composite fabrication was performed by vacuum press diffusion bonding by both the foil-filament array and preconsolidated monotape methods. The effect of matrix material, fiber diameter, matrix enhancement, fiber volume reinforcement, test temperature, angle-plying, notch, impact orientation, processing variables and fabrication methods on tensile strength and Charpy impact resistance are evaluated. Root attachment concepts, were evaluated by room and elevated temperature tensile testing, as well as by pendulum-Izod and ballistic impact testing. Composite resistance to foreign object damage was also evaluated by ballistic impacting of panels using projectiles of gelatin, RTV rubber and steel at various velocities, and impingement angles. A significant improvement in the pendulum impact resistance of B-Al composites was achieved.

Melnyk, P.↗

NASA NTRS1994

Significant issues in proof testing: A critical appraisal

Issues which impact on the interpretation and quantification of proof test benefits are reviewed. The importance of each issue in contributing to the extra quality assurance conferred by proof testing components is discussed, particularly with respect to the application of advanced fracture mechanics concepts to enhance the flaw screening capability of a proof test analysis. Items covered include the role in proof testing of elastic-plastic fracture mechanics, ductile instability analysis, deterministic versus probabilistic analysis, single versus multiple cycle proof testing, and non-destructive examination (NDE). The effects of proof testing on subsequent service life are reviewed, particularly with regard to stress redistribution and changes in fracture behavior resulting from the overload. The importance of proof test conditions are also addressed, covering aspects related to test temperature, simulation of service environments, test media and the application of real-time NDE. The role of each issue in a proof test methodology is assessed with respect to its ability to: promote proof test practice to a state-of-the-art; aid optimization of proof test design; and increase awareness and understanding of outstanding issues.

Chell, G. G.↗

NASA NTRS1982

Two methods for determining volumes for explosion and impact craters

The development and testing of two techniques for determination of apparent and rim crest volumes of impact and explosion craters are described. The accuracy of the techniques, their relative costs, and the time required to complete the volume calculations are compared.

Verdes, A. N.↗

NASA NTRS1992

A comparative study between experimental results and numerical predictions of multi-wall structural response to hypervelocity impact

Over the last three decades, multiwall structures have been analyzed extensively, primarily through experiment, as a means of increasing the protection afforded to spacecraft structure. However, as structural configurations become more varied, the number of tests required to characterize their response increases dramatically. As an alternative, numerical modeling of high-speed impact phenomena is often being used to predict the response of a variety of structural systems under impact loading conditions. This paper presents the results of a preliminary numerical/experimental investigation of the hypervelocity impact response of multiwall structures. The results of experimental high-speed impact tests are compared against the predictions of the HULL hydrodynamic computer code. It is shown that the hypervelocity impact response characteristics of a specific system cannot be accurately predicted from a limited number of HULL code impact simulations. However, if a wide range of impact loadings conditions are considered, then the ballistic limit curve of the system based on the entire series of numerical simulations can be used as a relatively accurate indication of actual system response.

Schonberg, William P.↗

NASA NTRS1985

Advance particle and Doppler measurement methods

Particle environments, i.e., rain, ice, and snow particles are discussed. Two types of particles addressed are: (1) the natural environment in which airplanes fly and conduct test flights; and (2) simulation environments that are encountered in ground-test facilities such as wind tunnels, ranges, etc. There are characteristics of the natural environment that one wishes to measure. The liquid water content (LWC) is the one that seems to be of most importance; size distribution may be of importance in some applications. Like snow, the shape of the particle may be an important parameter to measure. As one goes on to environment in simulated tests, additional parameters may be required such as velocity distribution, the velocity lag of the particle relative to the aerodynamic flow, and the trajectory of the particle as it goes through the aerodynamic flow and impacts on the test object.

Busch, C.↗

NASA NTRS2000

Oxygen Compatibility Testing of Composite Materials

The development of polymer composite liquid oxygen LO2 tanks is a critical step in creating the next generation of launch vehicles. Future launch vehicles need to minimize the gross liftoff weight (GLOW), which is possible due to the 25%-40% reduction in weight that composite materials could provide over current aluminum technology. Although a composite LO2 tank makes these weight savings feasible, composite materials have not historically been viewed as "LO2 compatible." To be considered LO2 compatible, materials must be selected that will resist any type of detrimental, combustible reaction when exposed to usage environments. This is traditionally evaluated using a standard set of tests. However, materials that do not pass the standard tests can be shown to be safe for a particular application. This paper documents the approach and results of a joint NASA/Lockheed Martin program to select and verify LO2 compatible composite materials for liquid oxygen fuel tanks. The test approach developed included tests such as mechanical impact, particle impact, puncture, electrostatic discharge, friction, and pyrotechnic shock. These tests showed that composite liquid oxygen tanks are indeed feasible for future launch vehicles.

Graf, Neil A.↗