Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “impacts”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 1,135 records · Page 63

Environmental impact analysis with the airspace concept evaluation system

The National Aeronautics and Space Administration (NASA) Ames Research Center has developed the Airspace Concept Evaluation System (ACES), which is a fast-time simulation tool for evaluating Air Traffic Management (ATM) systems. This paper describes linking a capability to ACES which can analyze the environmental impact of proposed future ATM systems. This provides the ability to quickly evaluate metrics associated with environmental impacts of aviation for inclusion in multi-dimensional cost-benefit analysis of concepts for evolution of the National Airspace System (NAS) over the next several decades. The methodology used here may be summarized as follows: 1) Standard Federal Aviation Administration (FAA) noise and emissions-inventory models, the Noise Impact Routing System (NIRS) and the Emissions and Dispersion Modeling System (EDMS), respectively, are linked to ACES simulation outputs; 2) appropriate modifications are made to ACES outputs to incorporate all information needed by the environmental models (e.g., specific airframe and engine data); 3) noise and emissions calculations are performed for all traffic and airports in the study area for each of several scenarios, as simulated by ACES; and 4) impacts of future scenarios are compared to the current NAS baseline scenario. This paper also provides the results of initial end-to-end, proof-of-concept runs of the integrated ACES and environmental-modeling capability. These preliminary results demonstrate that if no growth is likely to be impeded by significant environmental impacts that could negatively affect communities throughout the nation.

Augustine, Stephen↗

Superior Ballistic Impact Resistance Achieved by the Co-Base Alloy Haynes 25

The fan case in a jet engine is required to contain a fan blade in the rare event of a blade loss during operation. Because of its function, the fan case is the largest structural component in high-bypass-ratio turbofan engines used in commercial aircraft. Therefore, the use of lighter and stronger materials would be advantageous in most engines and is practically a necessity in the latest generation of high-bypass engines. Small panels, 7 in. wide by 7 in. long, of a number of metallic alloys were impact tested at room temperature with a 0.50-caliber blunt-nose titanium alloy projectile at the NASA Glenn Research Center (ref. 1). These metallic systems included several high-strength aluminum (Al) alloys, Al-based laminates, aluminum metal matrix composites (Al-MMCs), nickel-base superalloys (Inconel 718 and 625), several titanium (Ti) alloys in different heat treated conditions, 304L stainless steel, a stainless-steel-based laminate, and a high strength steel (Nitronic 60). It was determined that a simple Co-base alloy (Haynes 25) had the best impact resistance on an areal weight basis. Haynes 25 was at least 10 percent better than IMI 550, the best titanium alloy tested to date, and it was far superior to other metals, especially at higher impact velocities (greater than 1100 ft/sec). Because this material could be ideal for fan containment applications in supersonic aircraft as a replacement for titanium, impact tests were also conducted at 371 oC and compared with results from alloys tested at elevated temperature under previous programs (i.e., Inconel 718, Ti-6242, M-152, Timetal 21S, and Aeromet 100). Although cobalt-base alloys are used in some high-temperature engine applications, to our knowledge they are not used in any containment systems. Advantages of cobalt over titanium include lower cost, easier processing, better high-temperature strength, and no fire hazard if tip rub occurs. Future plans include testing of lightweight sandwich panels with Haynes 25 as a core material in the form of a foam or lattice block structure and scaling up the current tests by using blade-simulating projectiles impacting large plates and half rings.

Hebsur, Mohan G.↗

Spin Testing for Durability Began on a Self-Tuning Impact Damper for Turbomachinery Blades

NASA and Pratt & Whitney will collaborate under a Space Act Agreement to perform spin testing of the impact damper to verify damping effectiveness and durability. Pratt & Whitney will provide the turbine blade and damper hardware for the tests. NASA will provide the facility and perform the tests. Effectiveness and durability will be investigated during and after sustained sweeps of rotor speed through resonance. Tests of a platform wedge damper are also planned to compare its effectiveness with that of the impact damper. Results from baseline tests without dampers will be used to measure damping effectiveness. The self-tuning impact damper combines two damping methods-the tuned mass damper and the impact damper. It consists of a ball located within a cavity in the blade. This ball rolls back and forth on a spherical trough under centrifugal load (tuned mass damper) and can strike the walls of the cavity (impact damper). The ball s rolling natural frequency is proportional to the rotor speed and can be designed to follow an engine-order line (integer multiple of rotor speed). Aerodynamic forcing frequencies typically follow these engineorder lines, and a damper tuned to the engine order will most effectively reduce blade vibrations when the resonant frequency equals the engine-order forcing frequency. This damper has been tested in flat plates and turbine blades in the Dynamic Spin Facility. During testing, a pair of plates or blades rotates in vacuum. Excitation is provided by one of three methods--eddy-current engine-order excitation (ECE), electromechanical shakers, and magnetic bearing excitation. The eddy-current system consists of magnets located circumferentially around the rotor. As a blade passes a magnet, a force is imparted on the blade. The number of magnets used can be varied to change the desired engine order of the excitation. The magnets are remotely raised or lowered to change the magnitude of the force on the blades. The other two methods apply force to the rotating shaft itself at frequencies independent of the rotor speed. During testing, blade vibration is monitored with strain gauges and laser displacement probes.

Duffy, Kirsten↗

Dynamics Impact Tolerance of Shuttle RCC Leading Edge Panels Using LS-DYNA

This paper describes a research program conducted to enable accurate prediction of the impact tolerance of the shuttle Orbiter leading-edge wing panels using physics-based codes such as LS-DYNA, a nonlinear, explicit transient dynamic finite element code. The shuttle leading-edge panels are constructed of Reinforced-Carbon-Carbon (RCC) composite material, which is used because of its thermal properties to protect the shuttle during reentry into the Earth's atmosphere. Accurate predictions of impact damage from insulating foam and other debris strikes that occur during launch required materials characterization of expected debris, including strain-rate effects. First, analytical models of individual foam and RCC materials were validated. Next, analytical models of foam cylinders impacting 6- in. x 6-in. RCC flat plates were developed and validated. LS-DYNA pre-test models of the RCC flat plate specimens established the impact velocity of the test for three damage levels: no-detectable damage, non-destructive evaluation (NDE) detectable damage, or visible damage such as a through crack or hole. Finally, the threshold of impact damage for RCC on representative Orbiter wing panels was predicted for both a small through crack and for NDE-detectable damage.

Fasanella, Edwin L.↗

Impactites of the Yaxcopoil-1 drilling site, Chicxulub impact structure: Petrography, geochemistry, and depositional environment

The impact breccias encountered in drill hole Yaxcopoil-1 (Yax-1) in the Chicxulub impact structure have been subdivided into six units. The two uppermost units are redeposited suevite and suevite, and together are only 28 m thick. The two units below are interpreted as a ground surge deposit similar to a pyroclastic flow in a volcanic regime with a fine-grained top (unit 3; 23 m thick; nuee ardente) and a coarse breccia (unit 4; approx.15 m thick) below. As such, they consist of a melange of clastic matrix breccia and melt breccia. The pyroclastic ground surge deposit and the two units 5 and 6 below are related to the ejecta curtain. Unit 5 (approx.24 m thick) is a silicate impact melt breccia, whereas unit 6 (10 m thick) is largely a carbonate melt breccia with some clastic-matrix components. Unit 5 and 6 reflect an overturning of the target stratigraphy. The suevites of units 1 and 2 were deposited after emplacement of the ejecta curtain debris. Reaction of the super-heated breccias with seawater led to explosive activity similar to phreomagmatic steam explosion in volcanic regimes. This activity caused further brecciation of melt and melt fragments. The fallback suevite deposit of units 1 and 2 is much thinner than suevite deposits at larger distances from the center of the impact structure than the 60 km of the Yax-1 drill site. This is evidence that the fallback suevite deposit (units 1 and 2) originally was much thicker. Unit 1 exhibits sedimentological features suggestive of suevite redeposition. Erosion possibly has occurred right after the IUT impact due to seawater backsurge, but erosion processes spanning thousands of years may also have been active. Therefore, the top of the 100 m thick impactite sequence at Yaxcopoil, in our opinion, is not the K/T boundary.

Dressler, Burkhard O.↗

Remote Sensing and Spatial Growth Modeling Coupled with Air Quality Modeling to Assess the Impact of Atlanta, Georgia on the Local and Regional Environment

The growth of cities, both in population and areal extent, appears as an inexorable process. Urbanization continues at a rapid rate, and it is estimated that by the year 2025, 80 percent of the world s population will live in cities. Directly aligned with the expansion of cities is urban sprawl. Urban expansion has profound impacts on a host of biophysical, environmental, and atmospheric processes. A reduction in air quality over cities is a major result of these impacts. Strategies that can be directly or indirectly implemented to help remediate air quality problems in cities and that can be accepted by political decision makers and the general public are now being explored to help bring down air pollutants and improve air quality. The urban landscape is inherently complex and this complexity is not adequately captured in air quality models, particularly the Community Multiscale Air Quality (CMAQ) model that is used to assess whether urban areas are in attainment of EPA air quality standards, primarily for ground level ozone. This inadequacy of the CMAQ model to sufficiently respond to the heterogeneous nature of the urban landscape can impact how well the model predicts ozone pollutant levels over metropolitan areas and ultimately, whether cities exceed EPA ozone air quality standards. We are exploring the utility of high-resolution remote sensing data and urban spatial growth modeling (SGM) projections as improved inputs to the meteorology component of the CMAQ model focusing on the Atlanta, Georgia metropolitan area as a case study. These growth projections include "business as usual" and "smart growth" scenarios out to 2030. The growth projections illustrate the effects of employing urban heat island mitigation strategies, such as increasing tree canopy and albedo across the Atlanta metro area, which in turn, are used to model how ozone and air temperature can potentially be moderated as impacts on elevating ground-level ozone, as opposed to not utilizing heat island mitigation strategies. The National Land Cover Dataset at 30m resolution is being used as the land use/land cover input and aggregated to the 4km scale for the MM5 mesoscale meteorological model and the (CMAQ) modeling schemes. Use of these data have been found to better characterize low density/suburban development as compared with USGS 1km land use/land cover data that have traditionally been used in modeling. Air quality prediction for future scenarios to 2030 is being facilitated by land use projections using a spatial growth model. Land use projections were developed using the 2030 Regional Transportation Plan developed by the Atlanta Regional Commission, the regional planning agency for the area. This allows the State Environmental Protection agency to evaluate how these transportation plans will affect future air quality. The coupled SGM and air quality modeling approach provides insight on what the impacts of Atlanta s growth will be on the local and regional environment and exists as a mechanism that can be used by policy makers to make rationale decisions on urban growth and sustainability for the metropolitan area in the future.

Quattrochi, Dale A.↗

Orbital Debris Shape and Orientation Effects on Impact Damage to Shuttle Tiles

Taking the damage results from a previous paper as a guide, and using a tile model created for the STS-107 accident investigation, we used the SPHC hydrodynamic code to evaluate the probable worst-case impact effects of flat, rectangular, "flake-shaped," orbital debris particles on Space Shuttle thermal tiles. We compared the damage from flakes with that produced by spheres. The flakes and spheres were sized according to a "characteristic length" (Lc) derived from radar cross-section measurements, and embodied in the NASA Standard Breakup Model (SBM). Impacts were simulated at near-normal obliquity, at 12 km/sec. We modeled the worst-case flake orientation: a corner-on impact, an orientation we term a "Face A-B" impact. Results of our simulations indicate that flake impactors are less damaging than spheres of the same Lc. Since spherical impactors have been assumed in analyses of shuttle orbital debris impact risk, we find that these risks may have been overestimated. This work represents a preliminary second step, i.e., a follow-on to [1], in developing a sensitivity analysis for the expected range of effects on damage considering spherical vs. non-spherical impactors, as recommended by the Institute for Defense Analyses (IDA) report to the Columbia Accident Investigation Board.

Evans, Steven W.↗

Silica and Pyroxene in IVA Irons; Possible Formation of the IVA Magma by Impact Melting and Reduction of L-LL-Chondrite Materials Followed by Crystallization and Cooling

Group IVA is a large magmatic group of iron meteorites. The mean DELTA O-17 (= delta O-17 - 0.52(raised dot) delta O-18) of the silicates is approx. plus or minus 1.2%o, similar to the highest values in L chondrites and the lowest values in LL chondrites; delta O-18 values are also in the L/LL range. This strongly suggests that IVA irons formed by melting L-LL parental material, but the mean Ni content of IVA irons (83 mg/g) is much lower than that of a presumed L-LL parent (approx. 170 mg/g) and the low-Ca pyroxene present in two IVA meteorites is Fs13, much lower than the Fs20-29 values in L and LL chondrites. Thus, formation from L-LL precursors requires extensive addition of metallic Fe, probably produced by reduction of FeS and FeO. Group IVA also has S/Ni, Ga/Ni, and Ge/Ni ratios that are much lower than those in L-LL chondrites or any chondrite group that preserves nebular compositions, implying loss of these volatile elements during asteroidal processing. We suggest that these reduction and loss processes occurred near the surface of the asteroid during impact heating, and resulted partly from reduction by C, and partly from the thermal dissociation of FeS and FeO with loss of O and S. The hot (approx. 1770 K) low-viscosity melt quickly moved through channels in the porous asteroid to form a core. Two members of the IVA group, Sao Joao Nepomuceno (hereafter, SJN) and Steinbach, contain moderate amounts of orthopyroxene and silica, and minor amounts of low-Ca clinopyroxene. Even though SJN formed after approx. 26% crystallization and Steinbach formed after approx. 77% Crystallization of the IVA core, both could have originated within several tens of meters of the core-mantle interface if 99% of the crystallization occurred from the center outwards. Two other members of the group (Gibeon and Bishop Canyon) contain tabular tridymite, which we infer to have initially formed as veins deposited from a cooling SiO-rich vapor. The silicates were clearly introduced into IVA irons after the initial magma crystallized. Because the y-iron crystals in SJN are typically about 5 cm across, an order of magnitude smaller than in IVA irons that do not contain massive silicates, we infer that the metal was in the gamma-iron field when the silicates were injected. The SJN and Steinbach silicate compositions are near the low-Ca-pyroxene/silica eutectic compositions. We suggest that a tectonic event produced a eutectic-like liquid and injected it together with unmelted pyroxene grains into fissures in the solid metal core. Published estimates of IVA metallographic cooling rates range from 20 to 3000 K/Ma, leading to a hypothesized breakup of the core during a major impact followed by scrambling of the core and mantle debris [Haack, H., Scott, E.R.D., Love, S.G., Brearley, A. 1996. Thermal histories of IVA stony-iron and iron meteorites: evidence for asteroid fragmentation and reaccretion. Geochim. Cosmochim. Acta 60, 3103-3113]. This scrambling model is physically implausible and cannot explain the strong correlation of estimated cooling rates with metal composition. Previous workers concluded that the low-Ca clinopyroxene in SJN and Steinbach formed from protopyroxene by quenching at a cooling rate of 10(sup 12) K/Ma, and suggested that this also supported an impact-scrambling model. This implausible spike in cooling rate by a factor of 10(sup 10) can be avoided if the low-Ca clinopyroxene were formed by a late shock event that converted orthopyroxene to clinopyroxene followed by minimal growth in the clinopyroxene field, probably because melt was also produced. We suggest that metallographic cooling-rate estimates (e.g., based on island taenite) giving similar values throughout the metal compositional range are more plausible, and that the IVA parent asteroid can be modeled by monotonic cooling followed by a high-temperature impact event that introduced silicates into the metal and a low-temperature impact event that partially converted thopyroxene into low-Ca clinopyroxene.

Wasson, John T.↗

Spatial Growth Modeling and High Resolution Remote Sensing Data Coupled with Air Quality Modeling to Assess the Impact of Atlanta, Georgia on the Local and Regional Environment

The growth of cities, both in population and areal extent, appears as an inexorable process. Urbanization continues at a rapid rate, and it is estimated that by the year 2025, 60 percent of the world s population will live in cities. Urban expansion has profound impacts on a host of biophysical, environmental, and atmospheric processes within an urban ecosystems perspective. A reduction in air quality over cities is a major result of these impacts. Because of its complexity, the urban landscape is not adequately captured in air quality models such as the Community Multiscale Air Quality (CMAQ) model that is used to assess whether urban areas are in attainment of EPA air quality standards, primarily for ground level ozone. This inadequacy of the CMAQ model to sufficiently respond to the heterogeneous nature of the urban landscape can impact how well the model predicts ozone levels over metropolitan areas and ultimately, whether cities exceed EPA ozone air quality standards. We are exploring the utility of high-resolution remote sensing data and urban spatial growth modeling (SGM) projections as improved inputs to a meteorological/air quality modeling system focusing on the Atlanta, Georgia metropolitan area as a case study. These growth projections include business as usual and smart growth scenarios out to 2030. The growth projections illustrate the effects of employing urban heat island mitigation strategies, such as increasing tree canopy and albedo across the Atlanta metro area, which in turn, are used to model how air temperature can potentially be moderated as impacts on elevating ground-level ozone, as opposed to not utilizing heat island mitigation strategies. The National Land Cover Dataset at 30m resolution is being used as the land use/land cover input and aggregated to the 4km scale for the MM5 mesoscale meteorological model and the CMAQ modeling schemes. Use of these data has been found to better characterize low density/suburban development as compared with USGS lkm land use/land cover data that have traditionally been used in modeling. Air quality prediction for future scenarios to 2030 is being facilitated by land use projections using a spatial growth model. Land use projections were developed using the 2030 Regional Transportation Plan developed by the Atlanta Regional Commission, the regional planning agency for the area. This allows the Georgia Environmental Protection Division to evaluate how these transportation plans will affect future air quality. The coupled SGM and air quality modeling approach provides insight on what the impacts of Atlanta s growth will be on the local and regional environment and exists as a mechanism that can be used by policy makers to make rational decisions on urban growth and sustainability for the metropolitan area in the future.

Quattrochi, Dale A.↗

Ejecta- and Size-Scaling Considerations from Impacts of Glass Projectiles into Sand

One of the most promising means of learning how initial impact conditions are related to the processes leading to the formation of a planetary-scale crater is through scaling relationships.1,2,3 The first phase of deriving such relationships has led to great insight into the cratering process and has yielded predictive capabilities that are mathematically rigorous and internally consistent. Such derivations typically have treated targets as continuous media; in many, cases, however, planetary materials represent irregular and discontinuous targets, the effects of which on the scaling relationships are still poorly understood.4,5 We continue to examine the effects of varying impact conditions on the excavation and final dimensions of craters formed in sand. Along with the more commonly treated variables such as impact speed, projectile size and material, and impact angle,6 such experiments also permit the study of changing granularity and friction angle of the target materials. This contribution presents some of the data collected during and after the impact of glass spheres into a medium-grained sand.

Anderson J. L. B.↗

Primary Mineralogical and Chemical Characteristics of the Major K/T and Late Eocene Impact Deposits

Three well-characterized, distal impact deposits at the WT boundary and in upper Eocene sediments serve as a baseline for understanding other proposed impact deposits. All contain abundant spherules, evidence of shock metamorphism, and the largest have significant extraterrestrial components (ETCs). The K/T and the Eocene cpx-spherule (cpxS) deposits are global - likely from the events that produced the 180 km Chicxulub and 100 km Popigai craters. The Eocene North American microtektite (NAM) deposit is regional and likely from the event that produced the 45 km Chesapeake Bay crater. These deposits all contain abundant spherules formed from both shock-melted target and mixtures of target and projectile in the ejecta plume. Spherules constitute most of the mass of the distal ejecta. K/T spherules in regional deposits around the Gulf of Mexico are from low-velocity, target-rich ejecta. These can be a few mm in size and form deposits 10s of cm thick. Globally deposited KIT spherules from the plume (typically a few hundred micron size) are both target- and projectile-rich. When well preserved, the global deposits are 3 mm thick. Eocene cpxS deposits are similar to distal K/T with both target- and projectile-rich varieties (Le., glassy microtektite, and cpx spherules). They are smaller on average than WT spherules, concentrated in the 125-250 micron and smaller fractions. They are invariably bioturbated, but the initial deposit was probably less than 1 mm thick. The NAM are composed entirely of target-rich glass. They are similar in size to the cpxS. Size is an important criterion for distal ejecta because droplet size in the impact plume is proportional to the energy of the impact. Both the JUT and cpxS deposits are characterized by well-defined ETCs, commonly measured by Ir. The total Ir deposited is about 55 ng per square cm in WT sediments, and about 11 ng for the cpxS layer. This 5/1 proportion in Ir is generally consistent with the approx.1.8/1 ratio in crater diameters. The NAM have no significant ETC. This may be a function of the smaller impact. It indicates there was no significant projectile-rich plume deposit.

Kyte, Frank T.↗

Hypervelocity Impact (HVI): WLE High Fidelity Specimen RCC16R - Volume 7

During 2003 and 2004, the Johnson Space Center's White Sands Testing Facility in Las Cruces, New Mexico conducted hypervelocity impact tests on the space shuttle wing leading edge. Hypervelocity impact tests were conducted to determine if Micro-Meteoroid/Orbital Debris impacts could be reliably detected and located using simple passive ultrasonic methods. The objective of Target RCC16R was to study hypervelocity impacts through the reinforced carbon-carbon (RCC) panels of the Wing Leading Edge. Impact damage was detected using lightweight, low power instrumentation capable of being used in flight.

Gorman, Michael R.↗

Hypervelocity Impact (HVI): WLE Small-Scale Fiberglass Panel Flat Multi-Layer Targets A-1, A-2, and B-1 - Volume 2

During 2003 and 2004, the Johnson Space Center's White Sands Testing Facility in Las Cruces, New Mexico conducted hypervelocity impact tests on the space shuttle wing leading edge. Hypervelocity impact tests were conducted to determine if Micro-Meteoroid/Orbital Debris impacts could be reliably detected and located using simple passive ultrasonic methods. The objective of Targets A-1, A-2, and B-2 was to study hypervelocity impacts through multi-layered panels simulating Whipple shields on spacecraft. Impact damage was detected using lightweight, low power instrumentation capable of being used in flight.

Gorman, Michael R.↗

Hypervelocity Impact (HVI): WLE Small-Scale Fiberglass Panel Flat Target C-1 - Volume 3

During 2003 and 2004, the Johnson Space Center's White Sands Testing Facility in Las Cruces, New Mexico conducted hypervelocity impact tests on the space shuttle wing leading edge. Hypervelocity impact tests were conducted to determine if Micro-Meteoroid/Orbital Debris impacts could be reliably detected and located using simple passive ultrasonic methods. The objective of Target C-1 was to study hypervelocity impacts on the reinforced carbon-carbon (RCC) panels of the Wing Leading Edge. Fiberglass was used in place of RCC in the initial tests. Impact damage was detected using lightweight, low power instrumentation capable of being used in flight.

Gorman, Michael R.↗

Hypervelocity Impact (HVI): WLE Small-Scale Fiberglass Panel Flat Target C-2 - Volume 4

During 2003 and 2004, the Johnson Space Center's White Sands Testing Facility in Las Cruces, New Mexico conducted hypervelocity impact tests on the space shuttle wing leading edge. Hypervelocity impact tests were conducted to determine if Micro-Meteoroid/Orbital Debris impacts could be reliably detected and located using simple passive ultrasonic methods. The objective of Target C-2 was to study impacts through the reinforced carboncarbon (RCC) panels of the Wing Leading Edge. Fiberglass was used in place of RCC in the initial tests. Impact damage was detected using lightweight, low power instrumentation capable of being used in flight.

Gorman, Michael R.↗

Hypervelocity Impact (HVI): WLE High Fidelity Specimen Fg(RCC)-1 - Volume 5

During 2003 and 2004, the Johnson Space Center's White Sands Testing Facility in Las Cruces, New Mexico conducted hypervelocity impact tests on the space shuttle wing leading edge. Hypervelocity impact tests were conducted to determine if Micro-Meteoroid/Orbital Debris impacts could be reliably detected and located using simple passive ultrasonic methods. The objective of Target Fg(RCC)-1 was to study hypervelocity impacts through the reinforced carbon-carbon (RCC) panels of the Wing Leading Edge. Fiberglass was used in place of RCC in the initial tests. Impact damage was detected using lightweight, low power instrumentation capable of being used in flight.

Gorman, Michael R.↗

Hypervelocity Impact (HVI): WLE High Fidelity Specimen Fg(RCC)-2 - Volume 6

During 2003 and 2004, the Johnson Space Center's White Sands Testing Facility in Las Cruces, New Mexico conducted hypervelocity impact tests on the space shuttle wing leading edge. Hypervelocity impact tests were conducted to determine if Micro-Meteoroid/Orbital Debris impacts could be reliably detected and located using simple passive ultrasonic methods. The objective of Target Fg(RCC)-2 was to study hypervelocity impacts through the reinforced carbon-carbon (RCC) panels of the Wing Leading Edge. Fiberglass was used in place of RCC in the initial tests. Impact damage was detected using lightweight, low power instrumentation capable of being used in flight.

Gorman, Michael R.↗

Hypervelocity Impact (HVI): Tile Small Targets A-1, Ag-1, B-1, and Bg-1 - Volume 8

During 2003 and 2004, the Johnson Space Center's White Sands Testing Facility in Las Cruces, New Mexico conducted hypervelocity impact tests on the space shuttle wing leading edge. Hypervelocity impact tests were conducted to determine if Micro-Meteoroid/Orbital Debris impacts could be reliably detected and located using simple passive ultrasonic methods. The objective of Targets A-1, Ag-1, B-1, and Bg-1 was to study hypervelocity impacts on the reinforced Shuttle Heat Shield Tiles of the Wing. Impact damage was detected using lightweight, low power instrumentation capable of being used in flight.

Gorman, Michael R.↗