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At least 109 records · Page 6

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NASA NTRS1984

Postbuckling behavior of graphite-epoxy panels

Structurally efficient fuselage panels are often designed to allow buckling to occur at applied loads below ultimate. Interest in applying graphite-epoxy materials to fuselage primary structure led to several studies of the post-buckling behavior of graphite-epoxy structural components. Studies of the postbuckling behavior of flat and curved, unstiffened and stiffened graphite-epoxy panels loaded in compression and shear were summarized. The response and failure characteristics of specimens studied experimentally were described, and analytical and experimental results were compared. The specimens tested in the studies described were fabricated from commercially available 0.005-inch-thick unidirectional graphite-fiber tapes preimpregnated with 350 F cure thermosetting epoxy resins.

Starnes, J. H., Jr.↗

NASA NTRS1946

Consideration of dynamic loads on the vertical tail by the theory of flat yawing maneuvers

Dynamic yawing effects on vertical tail loads are considered by a theory of flat yawing maneuvers. A comparison is shown between computed loads and the loads measured in flight in a fighter airplane. The dynamic effects were investigated on a large flying boat for both an abrupt rudder deflection and a sinusoidal rudder deflection. Only a moderate amount of control deflection was found to be necessary to attain the ultimate design load on the tail. In order to take into account dynamic effects in design, specifications of yawing maneuverability or control movement are needed.

Boshar, John↗

NASA NTRS1975

Design, fabrication and test of lightweight shell structure

A cylindrical shell structure 3.66 m (144 in.) high by 4.57 m (180 in.) diameter was designed using a wide variety of materials and structural concepts to withstand design ultimate combined loading 1225.8 N/cm (700 lb/in.) axial compression and 245.2 N/cm (140 lb/in.) torsion. The overall cylinder geometry and design loading are representative of that expected on a high performance space tug vehicle. The relatively low design load level results in designs that use thin gage metals and fibrous-composite laminates. Fabrication and structural tests of small panels and components representative of many of the candidate designs served to demonstrate proposed fabrication techniques and to verify design and analysis methods. Three of the designs evaluated, honeycomb sandwich with aluminum faceskins, honeycomb sandwich with graphite/epoxy faceskins, and aluminum truss with fiber-glass meteoroid protection layers, were selected for further evaluation.

Lager, J. R.↗

NASA NTRS1976

Progressive failure of notched composite laminates using finite elements

An incremental, nonlinear, finite element program capable of tracing the damage that occurs in a notched laminated composite, before ultimate failure takes place, is described. Computer predictions for the ultimate failure load and failure modes are compared to experimental results for two laminates containing holes and loaded in uniaxial tension. The comparison is quite favorable.

Nuismer, R. J.↗

NASA NTRS1976

Results of boron-aluminum thrust structure

Results are presented of testing-to-failure a two member boron-aluminum thrust structure. The structure represented one section of a more complex planar truss and was designed to test the integrity of a diffusion bonded joint. The structure failed at 107 percent of the ultimate design load in the diffusion bond region. Strain gages and displacement transducers were used to measure loads and deflections of the truss. The experimentally derived axial loads, bending moments, and torsion in the various members are presented and compared with predicted values.

Hyer, M. W.↗

NASA NTRS1979

Ultimate strength of high-load-capacity composite bolted joints

Presented are the results of a series of tests initiated to obtain baseline data on the load-carrying capacity of bolted joints designed to carry large loads, specifically up to 222 kN (50 kips). The major testing purposes were to determine the load carrying capacity as a function of the width and thickness of the joint and the diameter and number of bolts, and to observe the failure mode. A total of 100 tests were conducted on three different specimen configurations. The specimens were fabricated from a T300/5208 fiber/resin system in a quasi-isotropic lay-up. The results presented indicate that for a given ratio of specimen width to hole diameter, the specimens with the smaller holes sustained a higher net-section tensile stress before failure. In addition, for a given ratio of specimen width to hole diameter, the thinner specimens withstood a higher net-section stress. No attempt has been made to correlate the results with theoretical predictions.

Hyer, M. W.↗

NASA NTRS1983

Ground test experience with large composite structures for commercial transports

The initial ground test of each component resulted in structural failure at less than ultimate design loads. While such failures represent major program delays, the investigation and analysis of each failure revealed significant lessons for effective utilization of composites in primary structure. Foremost among these are secondary loads that produce through-the-thickness forces which may lead to serious weaknesses in an otherwise sound structural design. The sources, magnitude, and effects of secondary loads need to be thoroughly understood and accounted for by the designers of composite primary aircraft structures.

Bohon, H. L.↗

NASA NTRS1984

Ground test experience with large composite structures for commercial transports

Bohon, H. L.↗

NASA NTRS1984

Optimization of pin bearing joint strength for segmented graphite/epoxy filament wound case in Space Shuttle

An attempt is made to demonstrate the feasibility of a composite joint in a segmented, graphite/epoxy filament-wound composite case for the Space Shuttle's Solid Rocket Motors. The joint's required ultimate line load is of the of 82,000 lb/in. By optimizing composite layup, and the ratios of pin diameter/specimen thickness, edge distance/pin diameter, and specimen width/pin diameter, a pin bearing joint strength of 85 ksi was obtained. Double pin testing disclosed that the pin close to the composite joint carries a higher load than the outboard pin. Pin bearing strength is noted to vary with matrix resin system.

Munjal, A. K.↗

NASA NTRS1986

A torque, tension and stress corrosion evaluation of high strength A286 bolts

The problems associated with overtorque applied to the Booster Separation Motor (BSM) Igniter Adapter high strength 200 KSI (1379 Mpa) A286 CRES bolts and the threaded holes of the 7075-T73 aluminum alloy BSM cases are addressed. The evaluation included torque, tensile, and stress corrosion tests incorporating the A286 CRES bolts and the 7075-T73 aluminum alloy BSM cases. The tensile test data includes ultimate tensile load (UTL), Johnson's 2/3 yield load (J2/3YL), proportional limit load (PLL), and total bolt stretch. Torque tension data includes torque, torque induced load, and positive and negative break-away torque. Stress corrosion test data reflect the overtorque and the resulting torque induced loads sustained by the A286 CRES bolts torqued into a 7075-T73 aluminum alloy forged dome with threaded holes. After 60 days of salt fog exposure, the positive and the negative break-away torques, the subsequent mechanical property tensile test results, and the BSM dome threaded hole axial tensile pullout loads are reported.

Montano, J. W.↗

NASA NTRS1989

Hydrogen-oxygen proton-exchange membrane fuel cells and electrolyzers

Hydrogen-oxygen SPE fuel cells and SPE electrolyzers (products of Hamilton Standard) both use a Proton-Exchange Membrane (PEM) as the sole electrolyte. The SPE cells have demonstrated a ten year life capability under load conditions. Ultimate life of PEM fuel cells and electrolyzers is primarily related to the chemical stability of the membrane. For perfluorocarbon proton-exchange membranes an accurate measure of the membrane stability is the fluoride loss rate. Millions of cell hours have contributed to establishing a relationship between fluroride loss rates and average expected ultimate cell life. Several features were introduced into SPE fuel cells and SPE electrolyzers such that applications requiring greater than or equal to 100,000 hours of life can be considered. Equally important as the ultimate life is the voltage stability of hydrogen-oxygen fuel cells and electrolyzers. Here again the features of SPE fuel cells and SPE electrolyzers have shown a cell voltage stability in the order of 1 microvolt per hour. That level of stability were demonstrated for tens of thousands of hours in SPE fuel cells at up to 500 amps per square foot (ASF) current density. The SPE electrolyzers have demonstrated the same at 1000 ASF. Many future extraterrestrial applications for fuel cells require that they be self recharged. To translate the proven SPE cell life and stability into a highly reliable extraterrestrial electrical energy storage system, a simplification of supporting equipment is required. Static phase separation, static fluid transport and static thermal control will be most useful in producting required system reliability. Although some 200,000 SPE fuel cell hours were recorded in earth orbit with static fluid phase separation, no SPE electrolyzer has, as yet, operated in space.

Baldwin, R.↗

NASA NTRS1989

Hydrogen-oxygen proton-exchange membrane fuel cells and electrolyzers

Hydrogen-oxygen solid polymer electrolyte (SPE) fuel cells and SPE electrolyzers (products of Hamilton Standard) both use a Proton-Exchange Membrane (PEM) as the sole electrolyte. These solid electrolyte devices have been under continuous development for over 30 years. This experience has resulted in a demonstrated ten-year SPE cell life capability under load conditions. Ultimate life of PEM fuel cells and electrolyzers is primarily related to the chemical stability of the membrane. For perfluorocarbon proton exchange membranes an accurate measure of the membrane stability is the fluoride loss rate. Millions of cell hours have contributed to establishing a relationship between fluoride loss rates and average expected ultimate cell life. This relationship is shown. Several features have been introduced into SPE fuel cells and SPE electrolyzers such that applications requiring greater than or equal to 100,000 hours of life can be considered. Equally important as the ultimate life is the voltage stability of hydrogen-oxygen fuel cells and electrolyzers. Here again the features of SPE fuel cells and SPE electrolyzers have shown a cell voltage stability in the order of 1 microvolt per hour. That level of stability has been demonstrated for tens of thousands of hours in SPE fuel cells at up to 500 amps per square foot (ASF) current density.

Baldwin, R.↗

NASA NTRS1991

A damage tolerance comparison of 7075-T6 aluminum alloy and IM7/977-2 carbon/epoxy

A comparison of low velocity impact damage between one of the strongest aluminum alloys, to a new, damage tolerant resin system as a matrix for high strength carbon fibers was examined in this study. The aluminum and composite materials were used as face sheets on a 0.13 g/cu cm aluminum honeycomb. Four levels of impact energy were used; 2.6 J, 5.3 J, 7.8 J and 9.9 J. The beams were compared for static strength and fatique life by use of the four-point bend flexure test. It was found that in the undamaged state the specific strength of the composite face sheets was about twice that of the aluminum face sheets. A sharp drop in strength was observed for the composite specimens impacted at the lowest (2.6J) energy level, but the overall specific strength was still higher than for the aluminum specimens. At all impact energy levels tested, the static specific strength of the composite face sheets were significantly higher than the aluminum face sheets. The fatigue life of the most severely damaged composite specimen was about 17 times greater than the undamaged aluminum specimens when cycled at 1 Hz between 20 percent and 85 percent of ultimate breaking load.

Nettles, Alan T.↗

NASA NTRS1992

A micromechanics-based progressive failure model for laminated composite structures

A micromechanics-based mechanistic model for progressive failure analysis of laminated composite shell structures is developed. A finite-element program for laminated shell analysis is coupled with a micromechanical elasticity solution for predicting failure and effective composite properties. The laminate model is based on a third-order shell theory which allows for both transverse normal and shearing deformations. Results are presented for the progressive failure of a (0/90(4)s graphite/epoxy laminate under uniaxial tension. The effect of fiber volume fraction in the 90-deg plies on laminate behavior was studied, and it was found that decreasing the fiber-volume fraction in the off-axis plies did not affect the laminate stiffness or the ultimate failure load, but significantly increased the load at which initial failure occurred.

Averill, R. C.↗

NASA NTRS1993

Ignition and combustion characteristics of metallized propellants

Experimental and analytical investigations focusing on secondary atomization and ignition characteristics of aluminum/liquid hydrocarbon slurry propellants were conducted. Experimental efforts included the application of a laser-based, two-color, forward-scatter technique to simultaneously measure free-flying slurry droplet diameters and velocities for droplet diameters in the range of 10-200 microns. A multi-diffusion flame burner was used to create a high-temperature environment into which a dilute stream of slurry droplets could be introduced. Narrowband measurements of radiant emission were used to determine if ignition of the aluminum in the slurry droplet had occurred. Models of slurry droplet shell formation were applied to aluminum/liquid hydrocarbon propellants and used to ascertain the effects of solids loading and ultimate particle size on the minimum droplet diameter that will permit secondary atomization. For a 60 weight-percent Al slurry, the limiting critical diameter was predicted to be 34.7 microns which is somewhat greater than the 20-25 micron limiting diameters determined in the experiments. A previously developed model of aluminum ignition in a slurry droplet was applied to the present experiments and found to predict ignition times in reasonable agreement with experimental measurements. A model was also developed that predicts the mechanical stress in the droplet shell and a parametric study was conducted. A one-dimensional model of a slurry-fueled rocket combustion chamber was developed. This model includes the processes of liquid hydrocarbon burnout, secondary atomization, aluminum ignition, and aluminum combustion. Also included is a model for radiant heat transfer from the hot aluminum oxide particles to the chamber walls. Exercising this model shows that only a modest amount of secondary atomization is required to reduce residence times for aluminum burnout, and thereby maintain relatively short chamber lengths. The model also predicts radiant heat transfer losses to the walls to be only approximately 3 percent of the fuel energy supplied. Additional work is required to determine the effects of secondary atomization on two-phase losses in the nozzle.

Turns, Stephen R.↗

NASA NTRS1994

Ignition and combustion characteristics of metallized propellants, phase 2

Secondary atomization and ignition characteristics of aluminum/hydrocarbon gel propellants were investigated. Models of gel droplet shell formation were applied to aluminum/liquid hydrocarbon propellants to examine the effects of solid loading and ultimate particle size on the minimum droplet diameter permitting secondary atomization. A one-dimensional model of a gel-fueled rocket combustion chamber was developed. A model for radiant heat transfer from hot aluminum oxide particles to the chamber walls is included. A two-dimensional, two-phase nozzle code was used to estimate nozzle two-phase losses and overall engine performance.

Mueller, D. C.↗

NASA NTRS1997

Advanced Technology Composite Fuselage-Structural Performance

Boeing is studying the technologies associated with the application of composite materials to commercial transport fuselage structure under the NASA-sponsored contracts for Advanced Technology Composite Aircraft Structures (ATCAS) and Materials Development Omnibus Contract (MDOC). This report addresses the program activities related to structural performance of the selected concepts, including both the design development and subsequent detailed evaluation. Design criteria were developed to ensure compliance with regulatory requirements and typical company objectives. Accurate analysis methods were selected and/or developed where practical, and conservative approaches were used where significant approximations were necessary. Design sizing activities supported subsequent development by providing representative design configurations for structural evaluation and by identifying the critical performance issues. Significant program efforts were directed towards assessing structural performance predictive capability. The structural database collected to perform this assessment was intimately linked to the manufacturing scale-up activities to ensure inclusion of manufacturing-induced performance traits. Mechanical tests were conducted to support the development and critical evaluation of analysis methods addressing internal loads, stability, ultimate strength, attachment and splice strength, and damage tolerance. Unresolved aspects of these performance issues were identified as part of the assessments, providing direction for future development.

Walker, T. H.↗

NASA NTRS2006

Comparison of Damage Path Predictions for Composite Laminates by Explicit and Standard Finite Element Analysis Tools

Splitting, ultimate failure load and the damage path in center notched composite specimens subjected to in-plane tension loading are predicted using progressive failure analysis methodology. A 2-D Hashin-Rotem failure criterion is used in determining intra-laminar fiber and matrix failures. This progressive failure methodology has been implemented in the Abaqus/Explicit and Abaqus/Standard finite element codes through user written subroutines "VUMAT" and "USDFLD" respectively. A 2-D finite element model is used for predicting the intra-laminar damages. Analysis results obtained from the Abaqus/Explicit and Abaqus/Standard code show good agreement with experimental results. The importance of modeling delamination in progressive failure analysis methodology is recognized for future studies. The use of an explicit integration dynamics code for simple specimen geometry and static loading establishes a foundation for future analyses where complex loading and nonlinear dynamic interactions of damage and structure will necessitate it.

Bogert, Philip B.↗