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Design and performance testing of large scale mixed compression axisymmetric inlet at transonic and supersonic speeds
The influence of three different resin systems on the damage tolerance of graphite/polymer laminates was evaluated. Testing consisted of both static compression and cyclic compression evaluation of 10.2 by 15.2 by 0.5 cm (4 by 6 by 0.2 in) laminates with circular holes, simulated delaminations, and low velocity impact. Damage growth under steadily increasing compression and cyclic compression loading was monitored. Damage size and impact-induced failures for the three materials were compared. Of the three material systems evaluated, the one most tolerant to impact damage exhibited the least delamination within the cross section due to impact, the highest transverse tension strain to failure, and the largest crack opening force, as determined from double cantilever beam tests.
Leak testing experiments to monitor the aging performance of Viton® GLT and GLT-S O-rings used in the model 9975 shipping package has been ongoing since 2004 at Savannah River National Laboratory. Seventy tests using mock-up 9975 primary containment vessels (PCVs) with GLT O-rings were assembled and heated to temperatures ranging from 200 to 450 °F. Due to material substitution, fourteen tests with GLT-S O-rings were initiated in 2008 and heated to temperatures ranging from 200 to 400 °F. The conditioning temperatures are elevated compared to the calculated maximum O-ring temperature in a 9975 package in storage, 158 °F, to accelerate aging and enable observations of O-ring failures in a reasonable time frame. The fixtures are leak tested periodically and all GLT O-ring fixtures aging at 350 °F or above have failed to maintain a leak-tight seal. Eight GLT O-ring fixtures aging at 300 °F have failed after 2.8 to 5.7 years at temperature while the remaining fixtures at 300 °F were retired from testing following more than five years without failure. There has been one GLT O-ring fixture which failed after 13.4 years aging at 200 °F. However, 20 other GLT O-rings aging at 200 °F have remained leak-tight for over 14 years and remain in test. No failures have yet been observed in GLT O-ring fixtures aging at 270 °F for 10.4 years. All GLT-S O-ring fixtures aging at 300 °F or above have failed their leak test. No failures have yet been observed in GLT-S O-ring fixtures aging at 250 °F for 12.5 years. This year, one GLT-S O-ring fixture failed after 12.4 years aging at 200 °F. Data from the O-ring fixtures are generally consistent with results from compression stress-relaxation testing, and provide confidence in the predictive models based on those results. However, uncertainty exists in extrapolating these elevated temperature results to the lower temperatures of interest for normal storage in K-Area Complex (KAC). Oxygen consumption testing, which includes results from temperatures near KAC normal storage temperatures, is ongoing to provide further confidence and corroborate these extrapolations. The collective data from these test efforts suggest the minimum O-ring service life at KAC normal storage conditions should be at least 34 years for GLT and GLT-S O-rings. Measurement of compression set in O-rings removed from failed fixtures, compared to that from KAC surveillance O-rings, indicate significant margin remains for O-rings still in service in 9975 packages in KAC. Aging and periodic leak testing will continue for the remaining 25 mock-up PCV fixtures.
Leak testing experiments to monitor the aging performance of Viton® GLT and GLT-S O-rings used in the model 9975 shipping package have been ongoing since 2004 at Savannah River National Laboratory. Seventy tests using mock-up 9975 primary containment vessels (PCVs) with GLT O-rings were assembled and heated to temperatures ranging from 200 to 450 °F. Due to material substitution, fourteen tests with GLT-S O-rings were initiated in 2008 and heated to temperatures ranging from 200 to 400 °F. The conditioning temperatures are elevated compared to the calculated maximum O-ring temperature in a 9975 package in storage, 158 °F, to accelerate aging and enable observations of O-ring failures in a reasonable time frame. The mock-up PCV fixtures are leak tested periodically, and all GLT O-ring fixtures aged at 350 °F or above have failed to maintain a leak-tight seal. Eight GLT O-ring fixtures aged at 300 °F have failed after 2.8 to 5.7 years at temperature while the remaining fixtures at 300 °F were retired from testing following more than five years of aging without failure. Two of these retired fixtures were returned to testing and heated to 350 °F to evaluate the impact of additional heating at higher temperature for aged O-rings. Fixture #20 failed after 3 months while fixture #18 failed after 9 months at 350 °F. These O-rings demonstrated that aged and in-service O-rings can continue to be used, even at higher temperatures, after being in storage, and their leak performance are consistent with other samples at 350 °F. There has been one GLT O-ring fixture which failed after 13.4 years of aging at 200 °F. However, 20 other GLT O-rings aging at 200 °F have remained leak-tight for over 16.9 years and remain in test. There are two GLT O-ring fixtures at 270 °F; one fixture has failed after 12.9 years while the other fixture remains in test after 12.5 years. All GLT-S O-ring fixtures aged at 300 °F or above have failed their leak test. No failures have yet been observed in GLT-S O-ring fixtures aging at 250 °F for 14.9 years, while one GLT-S O-ring fixture failed after 12.4 years at 200 °F. The leak testing data to date suggest the GLT and GLT-S O-rings aging in the K-Area Complex (KAC) storage at temperatures of 158 °F might maintain a leak-tight seal for up to 59 years. Data from the O-ring fixtures are generally consistent with results from compression stress-relaxation testing and provide confidence in the predictive models based on those results. However, uncertainty exists in extrapolating these elevated temperature results to the lower temperatures of interest for normal storage in KAC. The collective data from these test efforts suggest the minimum O-ring service life at KAC normal storage conditions should be at least 34 years for GLT and GLT-S O-rings. Measurement of compression set in O-rings removed from failed fixtures, compared to that from KAC surveillance O-rings, indicate significant margin remains for O-rings still in service in 9975 packages in KAC. Aging and periodic leak testing will continue for the remaining 24 mock-up PCV fixtures.
This paper describes the design and testing of an on-board SAR signal data compression algorithm for ESA's ENVISAT satellite. The Block Adaptive Quantization (BAQ) algorithm was selected, and optimized for the various operational modes of the ASAR instrument. A flexible BAQ scheme was developed which allows a selection of compression ratio/image quality trade-offs. Test results show the high quality of the SAR images processed from the reconstructed signal data, and the feasibility of on-board implementation using a single ASIC.
Papers are presented on special test methods for fibrous composites for quantifying design material properties. Studies are divided into four major areas: (1) new and special test methods, including those for transverse tensile strength, shear modulus, longitudinal compression, and impact resistance; (2) special test methods and analysis, including off-axes and angle-plied tension and compression, fracture and fatigue, and biaxial stress states; (3) design allowables, describing procedures for setting and selecting design allowables in general, and also for composite aircraft structures, graphite/polyimide bolted joints, cost-effective mechanical property characterization, statistical considerations, intraply hybrids, and compression and fatigue; (4) design allowables for special applications, describing procedures for buckling of cylindrical components, proof load of pressure vessels, strength of composite joints, and environmental effects and creep. The papers provide considerable information for test methods and for composite analysis of these methods, as well as tests and procedures for establishing design allowables.
To investigate the laws of flow of compressible fluids in pipes, tests were carried out with air flowing at velocities below and above that of sound in straight smooth pipes. Air was chosen as the flow medium. In order that the effect of compressibility may be brought out most effectively, the velocity should lie between 100 and 500 m/s (200 and 1,000 mph); that is, be of the order of magnitude of the velocity of sound in air. The behavior of the compression shock in a smooth cylindrical pipe was also investigated. The compression shock can occur at any position in the pipe, depending on the throttling downstream, and travels upstream with increasing throttling up to the pipe entrance, so that only subsonic velocities occur in the pipe.
A composite panel containing three stringers and two frames cut from a vacuum-assisted resin transfer molded (VaRTM) stitched fuselage article was tested under uni-axial compression loading. The stringers and frames divided the panel into six bays with two columns of three bays each along the compressive loading direction. The two frames were supported at the ends with pins to restrict the out-of-plane translation. The free edges of the panel were constrained by knife-edges. The panel was modeled with shell finite elements and analyzed with ABAQUS nonlinear solver. The nonlinear predictions were compared with the test results in out-of-plane displacements, back-to-back surface strains on stringer flanges and back-to-back surface strains at the centers of the skin-bays. The analysis predictions were in good agreement with the test data up to post-buckling.
Application of thermal barrier coatings in spark ignition engines have historically been avoided due to the knock penalty associated with higher surface temperatures induced by the ceramic layer. However, advances in low thermal inertia coatings (i.e. temperature swing coatings) that combine low thermal conductivity with low volumetric heat capacity can prevent excessively high surface temperatures during the intake stroke and reduce or avoid knock while improving performance and efficiency. In this study, a novel coating material was tested in a low compression ratio spark ignition engine to evaluate the performance of an advanced low thermal inertia coating during steady and cold-start conditions. A total of four pistons with this novel material was tested, with an additional piston coated with gadolinium zirconate. Spark timing sweeps demonstrated a maximum 0.8% relative thermal efficiency gain with a thin coating of the novel material. Here, the novel material coated above 200-microns showed a deterioration in performance and efficiency due to charge heating increasing knock propensity. Cold-start tests demonstrated that charge heating is beneficial for reducing unburned hydrocarbons and particle matter emissions.
We performed a study on billet pressed LX-17-1, Holston lot HOL87G51009, to examine the effect of adding a spring into the load train of our compression creep system. This effort was undertaken to see whether we could reduce test-to-test scatter by better controlling the load-up rate of our compressive creep tests.
This paper presents a new methodology to measure the crack resistance curves associated with fiber-dominated failure modes in polymer-matrix composites. These crack resistance curves not only characterize the fracture toughness of the material, but are also the basis for the identification of the parameters of the softening laws used in the analytical and numerical simulation of fracture in composite materials. The method proposed is based on the identification of the crack tip location by the use of Digital Image Correlation and the calculation of the J-integral directly from the test data using a simple expression derived for cross-ply composite laminates. It is shown that the results obtained using the proposed methodology yield crack resistance curves similar to those obtained using FEM-based methods in compact tension carbon-epoxy specimens. However, it is also shown that the Digital Image Correlation based technique can be used to extract crack resistance curves in compact compression tests for which FEM-based techniques are inadequate.
Composite materials have increasingly been used for aerospace applications due to improved performance and reduced weight compared to their metallic counterparts. Inclusion of thin-ply material, plies with cured thickness half or less than standard-ply composites, have potential to improve performance and reduce structural weight further. The effect of thin-ply material on the weight of aircraft structure was investigated by examining wing cover weight reduction. To minimize the effects on manufacturing due to using thin plies, hybrid laminates were examined that used thin ±45-degree plies to replace their standard-ply counterparts in laminates. Compression after impact (CAI) tests were conducted to examine the possible weight savings that could be gained by increasing the design allowables that were used to size the wing upper cover of a semi-span test article. A large increase in CAI strength was observed for quasi-isotropic hybrid laminates, whereas less improvement was seen for hard hybrid laminates such as found in the wing cover. For laminates design by CAI strength, weight savings of about 13% were found using the hybrid hard laminates compared to the standard-ply laminates. Whether similar weight savings could be expected for structure sized using tension after impact allowables will have to be investigated further. Notched specimens were tested to examine possible weight savings using hybrid laminates in regions that are sized using discrete source damage requirements. As expected, the hybrid laminate had marginal improvements over the standard-ply laminate for compression with a notch present. The hybrid laminate, however, exhibited about 20% lower strength than the standard-ply laminate counterpart for tension with a notch. The failure mode of the hybrid specimens was a brittle, self-similar crack, which differs from the standard-ply specimens that failed by significant amounts of delamination and fiber splitting. In light of the apparent reduction in notched tensile strength, additional investigation is required to assess the use of hybrid laminates for areas containing discrete source damage, and their effect on weight of such regions.
This document provides detailed installation and operating instructions for the GRC MILab Excel Add-In software developed at the NASA Glenn Research Center. The software described has been implemented to facilitate the process of importing into Microsoft Excel and analyzing materials test data from a wide range of materials tests. All resulting data is then ready for automated upload to the relevant table of the GRC Materials Intelligence (MI) database. This new software represents an update to the original MILab software developed by Granta Design Ltd.—a company specializing in materials software, data, and databases—for members of the Materials Data Management Consortium (MDMC), a collaboration between Granta, ASM International, NASA Glenn, and several other materials-oriented corporations and government agencies in the aerospace and defense industries. The updated software consists of the addition of two test type modules, the Generic and Generic Cyclic modules, with both representing a generalization of the original software. The Generic module supports the import and analysis of multiaxial data from any sequence of tensile, compression, relaxation, and/or creep test stages; and the Generic Cyclic module expands the functionality to include repeated sequences during cyclic testing. During processing, all imported data and analysis results are formatted by the software so as to be ready for immediate automated upload to the MI database, ensuring minimal overhead on the part of the user and access to persistent and reliable data for all relevant personnel.
An experimental study was conducted to assess the effects of heat treatment and cyclic mechanical loading on the tensile and compressive stress-strain behavior of six boron-aluminum composites having different laminate orientations and being subjected to different heat treatments. The heat treatments were as-fabricated, T6, and T6N consisting of T6 treatment followed by cryogenic quench in liquid nitrogen prior to testing. All laminates were tested in monotonic and cyclic compression, while the tensile-test data are taken from the literature for comparison purposes. It is shown that the linear elastic range of the T6- and T6N-condition specimens is larger than that of the as-fabricated specimens, and that cyclic loading in tension or compression strain hardens the specimens and extends the linear elastic range. For laminates containing 0-deg plies, the stress-strain behavior upon unloading is found to be nonlinear, whereas the other laminates exhibit a linear behavior upon unloading. Specimens in the T6 and T6N conditions show higher strain hardening than the as-fabricated specimens.
To understand the mechanical properties of amorphous carbon (a-C)/boron nitride nanotube (BNNT) nanostructures, in situ mechanical tests are conducted inside a transmission electron microscope equipped with an integrated atomic force microscope system. The nanotube structure is modified with amorphous carbon deposited by controlled electron beam irradiation. We demonstrate multiple in situ tensile, compressive, and lap shear tests with a-C/BNNT hybrid nanostructures. The tensile strength of the a-C/BNNT hybrid nanostructure is 5.29 GPa with about 90 vol% of a-C. The tensile strength and strain of the end-to-end joint structure with a-C welding is 0.8 GPa and 5.2% whereas the lap shear strength of the side-by-side joint structure with a-C is 0.25 GPa.
A new and improved wall function method for compressible turbulent flows has been developed and tested. This method is applicable to attached and separated flows, to both high- and low-Reynolds number flows, and to flows with adiabatic and nonadiabatic surfaces. This wall function method has been applied to the Launder-Spalding k-epsilon two-equation model of turbulence. The tests consist of comparisons of calculated and experimental results for: (1) an axisymmetrical transonic shock-wave/boundary-wave interaction flow at low Reynolds number in an adiabatic tube, (2) an axisymmetrical high-Reynolds number transonic flow over a nonadiabatic bump, and (3) a two-dimensional supersonic high-Reynolds number flow on a nonadiabatic deflected flap. Each of these experiments had significant regions of flow separation. The calculations are performed with an implicit algorithm that solves the Reynolds-averaged Navier-Stokes equations. It is shown that the results obtained agree very well with the data for the complex compressible flows tested.