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DOE OSTI2025

Development of Multimaterial Graded Structure from Superalloys to Refractory Alloys

This research focused on developing hybrid microstructures for extreme environments where zone-specific performance is essential. Traditional structural applications rely on single alloy compositions, often requiring compromises in cost, corrosion resistance, or high-temperature stability, while dissimilar welding leads to abrupt material transitions and potential mechanical weaknesses. By employing a combinatorial approach, this study enabled a gradual transition of chemistries across components, allowing site-specific tailoring of microstructures. Leveraging additive manufacturing’s flexibility, this concept facilitated multi-material alloying and optimized fabrication strategies, unlocking new capabilities in high-performance applications while reducing manufacturing costs.

99 GENERAL AND MISCELLANEOUS↗

DOE OSTI2021

Wind Turbine Blade Finishing Automation: Robotic Toolpath Generation

Wind turbine blades are now over 100 meters long and can reach heights of several meters while in the finishing area of the factory. Because of this, automation should be used to lower the manufacturing cost and make the process safer for blade manufacturing technicians. This session will present a novel method that generates a six degree of freedom robotic toolpath with 3D cameras for the finishing of wind turbine blades to drive down the levelized cost and make wind energy even more competitive in the utility scale energy generation industry.

3d imaging↗

NASA NTRS1994

The OFP-6M transport jet

This report presents a preliminary design of a commercial jet transport that meets the criteria of the Request For Proposal presented by the American Institute of Aeronautics and Astronauts (AIAA). The proposal requires an innovative design of a low cost domestic commercial transport that will reduce operating costs for airline companies while still meeting present and future requirements of the Federal Aviation Regulations for this type of aircraft. Specifications for the design include a mixed class, 153 passenger aircraft, traveling a range of 3000 nm. The intent of the project is to identify factors that reduce cost and to design within the limits of these constraints. The project includes techniques or options that incorporate new technologies but do not override practicality, alternative design approaches, and a comparison between the new design and current aircraft in its class. The OFP-6M is an alternative design approach to the conventional commercial transport jet and is geared towards customer satisfaction through efficiency and reliability. The goals of the OFP-6M transport design are to provide original, sensible, and practical solutions by combining essential preliminary design factors with growing technology. The design focus of the OFP-6M reduces costs by simplifying systems where significant weight or maintenance savings can be achieved, and by integrating advanced technology for improved performance. Key aspects of the OFP-6M design are efficient use of materials like composites, and efficient advanced ducted high bypass turbofan engines. The high bypass engines lower fuel consumption and aid in reducing costs and meeting future noise emission restrictions. Composites are used for most structural components, including flooring and wing box. Although composites are an emerging technology and presently, a high maintenance material, they can be cost effective and an alternative to aluminum structures when correct manufacturing and design strategies are applied. Since, composites are lighter and require less manufacturing of complex parts, they can significantly reduce structural weight. Because of the large 17 ft. diameter, sophisticated aerodynamic considerations were implemented to significantly lower the drag. Supercritical airfoils were chosen with simple control surface design which allows for less maintenance and manufacturing costs. The interior configuration accommodates either all passenger, dual and single class flights or complete cargo. Also, a relaxed conventional stability is integrated with a stability augmentation system. As a result of these design implementations, the OFP-6M bottom line direct operating costs, compare favorably with the Boeing 737 and 757, at 3.49 cents per available seat mile and costs are expected to reduce when improved manufacturing and maintenance methods are implemented.

Alexander, Kelly↗

NASA NTRS2015

Update on Risk Reduction Activities for a Liquid Advanced Booster for NASA's Space Launch System

The stated goals of NASA's Research Announcement for the Space Launch System (SLS) Advanced Booster Engineering Demonstration and/or Risk Reduction (ABEDRR) are to reduce risks leading to an affordable Advanced Booster that meets the evolved capabilities of SLS; and enable competition by mitigating targeted Advanced Booster risks to enhance SLS affordability. Dynetics, Inc. and Aerojet Rocketdyne (AR) formed a team to offer a wide-ranging set of risk reduction activities and full-scale, system-level demonstrations that support NASA's ABEDRR goals. For NASA's SLS ABEDRR procurement, Dynetics and AR formed a team to offer a series of full-scale risk mitigation hardware demonstrations for an affordable booster approach that meets the evolved capabilities of the SLS. To establish a basis for the risk reduction activities, the Dynetics Team developed a booster design that takes advantage of the flight-proven Apollo-Saturn F-1. Using NASA's vehicle assumptions for the SLS Block 2, a two-engine, F-1-based booster design delivers 150 mT (331 klbm) payload to LEO, 20 mT (44 klbm) above NASA's requirements. This enables a low-cost, robust approach to structural design. During the ABEDRR effort, the Dynetics Team has modified proven Apollo-Saturn components and subsystems to improve affordability and reliability (e.g., reduce parts counts, touch labor, or use lower cost manufacturing processes and materials). The team has built hardware to validate production costs and completed tests to demonstrate it can meet performance requirements. State-of-the-art manufacturing and processing techniques have been applied to the heritage F-1, resulting in a low recurring cost engine while retaining the benefits of Apollo-era experience. NASA test facilities have been used to perform low-cost risk-reduction engine testing. In early 2014, NASA and the Dynetics Team agreed to move additional large liquid oxygen/kerosene engine work under Dynetics' ABEDRR contract. Also led by AR, the objectives of this work are to demonstrate combustion stability and measure performance of a 500,000 lbf class Oxidizer-Rich Staged Combustion (ORSC) cycle main injector. A trade study was completed to investigate the feasibility, cost effectiveness, and technical maturity of a domestically produced Atlas V engine that could also potentially satisfy NASA SLS payload-to-orbit requirements via an advanced booster application. Engine physical dimensions and performance parameters resulting from this study provide the system level requirements for the ORSC risk reduction test article. The test article is scheduled to complete critical design review this fall and begin testing in 2017. Dynetics has also designed, developed, and built innovative tank and structure assemblies using friction stir welding to leverage recent NASA investments in manufacturing tools, facilities, and processes, significantly reducing development and recurring costs. The full-scale cryotank assembly was used to verify the structural design and prove affordable processes. Dynetics performed hydrostatic and cryothermal proof tests on the assembly to verify the assembly meets performance requirements. This paper will discuss the ABEDRR engine task and structures task achievements to date and the remaining effort through the end of the contract.

Crocker, Andrew M.↗

NASA NTRS2017

Update on Risk Reduction Activities for a Liquid Advanced Booster for NASA's Space Launch System

The stated goals of NASA's Research Announcement for the Space Launch System (SLS) Advanced Booster Engineering Demonstration and/or Risk Reduction (ABEDRR) are to reduce risks leading to an affordable Advanced Booster that meets the evolved capabilities of SLS and enable competition by mitigating targeted Advanced Booster risks to enhance SLS affordability. Dynetics, Inc. and Aerojet Rocketdyne (AR) formed a team to offer a wide-ranging set of risk reduction activities and full-scale, system-level demonstrations that support NASA's ABEDRR goals. During the ABEDRR effort, the Dynetics Team has modified flight-proven Apollo-Saturn F-1 engine components and subsystems to improve affordability and reliability (e.g., reduce parts counts, touch labor, or use lower cost manufacturing processes and materials). The team has built hardware to validate production costs and completed tests to demonstrate it can meet performance requirements. State-of-the-art manufacturing and processing techniques have been applied to the heritage F-1, resulting in a low recurring cost engine while retaining the benefits of Apollo-era experience. NASA test facilities have been used to perform low-cost risk-reduction engine testing. In early 2014, NASA and the Dynetics Team agreed to move additional large liquid oxygen/kerosene engine work under Dynetics' ABEDRR contract. Also led by AR, the objectives of this work are to demonstrate combustion stability and measure performance of a 500,000 lbf class Oxidizer-Rich Staged Combustion (ORSC) cycle main injector. A trade study was completed to investigate the feasibility, cost effectiveness, and technical maturity of a domestically-produced engine that could potentially both replace the RD-180 on Atlas V and satisfy NASA SLS payload-to-orbit requirements via an advanced booster application. Engine physical dimensions and performance parameters resulting from this study provide the system level requirements for the ORSC risk reduction test article. The test article is scheduled to complete fabrication and assembly soon and continue testing through late 2019. Dynetics has also designed, developed, and built innovative tank and structure assemblies using friction stir welding to leverage recent NASA investments in manufacturing tools, facilities, and processes, significantly reducing development and recurring costs. The full-scale cryotank assembly was used to verify the structural design and prove affordable processes. Dynetics performed hydrostatic and cryothermal proof tests on the assembly to verify the assembly meets performance requirements..

Crocker, Andrew M.↗

NASA NTRS2015

Space Technology Mission Directorate: Game Changing Development

NASA and the aerospace community have deep roots in manufacturing technology and innovation. Through it's Game Changing Development Program and the Advanced Manufacturing Technology Project NASA develops and matures innovative, low-cost manufacturing processes and products. Launch vehicle propulsion systems are a particular area of interest since they typically comprise a large percentage of the total vehicle cost and development schedule. NASA is currently working to develop and utilize emerging technologies such as additive manufacturing (i.e. 3D printing) and computational materials and processing tools that could dramatically improve affordability, capability, and reduce schedule for rocket propulsion hardware.

Gaddis, Stephen W.↗

DOE OSTI2020

Structural Optimization (Final Technical Report V.2.0)

The overall Project (Project) objective is to materially decrease the leveled cost of energy (LCOE) of the Columbia Power (CPwr) StingRAY utility-scale wave energy converter (WEC). This will be achieved by reducing structural material and manufacturing costs and increasing energy output. In this Project, improving the overall Power-to-Weight ratio (PWR) is accomplished through lowering design margins - allowing for weight reduction and more efficient, cost-effective WEC manufacturing and assembly - and by optimizing mass-related WEC performance parameters, such as center of gravity and system inertia. A mixed materials approach to further structural optimization was developed under this Project and validated with extensive laboratory structural testing. This approach substitutes fiber-reinforced plastic (FRP) for steel where appropriate. The benefits of steel are maintained where most useful, for instance at structural joints where the stiffness of steel is required, and the complex geometry is more readily fabricated with steel. However, there are structural spans whose simple shapes are readily fabricated with mandrel-wound FRP and where significant cost and weight savings can be found. An adhesive, double lap shear joint is used to join the FRP and steel subcomponents.

16 TIDAL AND WAVE POWER↗

NASA NTRS1991

Structural evaluation of curved stiffened composite panels fabricated using a THERM-Xsm process

The use of composites in aircraft structures is often limited by material and manufacturing costs which, for some designs and applications, are prohibitively high. To increase the frequency of application of composites in primary airframe components alternative manufacturing processes are sought that reduce cost and/or enhance structural efficiency. One alternative process involves the use of THERM-Xsm as the pressure transfer medium during autoclave curing. THERM-Xsm, a silicon-based flow able polymer which behaves like a liquid under autoclave presssure, transmits quasi-hydrostatic pressure to all contacting surfaces of the part to be cured. Once the autoclave pressure is relieved, THERM-Xsm reverts back to the powdery solid state and can be reused many times. The THERM-Xsm process to be evaluated is depicted and consists of (1) enclosing the tool and part to be cured by a set of frames that create a box, (2) pouring THERM-Xsm powder onto the part and filling the box, and (3) placing a vacuum bag over the box assembly. In this program, a separating non-porous film (Teflon) was placed between the part to be cured and THERM-Xsm powder to avoid any contamination. The use of THERM-Xsm has two significant advantages over conventional manufacturing procedures. First, it eliminates complicated hard tooling since it guarantees uniform pressure transfer and thus, good compaction at complex structural details (such as frame-stiffener intersections and corners). Second, it greatly simplifies vacuum bagging, since once the part to be cured is covered by THERM-Xsm powder, the vacuum bag need only conform to a relatively flat shape reducing significantly the number of pleats required. A program is on-going at Sikorsky Aircraft to evaluate the structural performance of complex composite fuselage structures made with this THERM-Xsm process and to quantify the impact of THERM-Xsm on manufacturing labor hours and cost. The program involves fuselage panel optimization analysis, a building block test program where structural details representative of the full-scale article are analyzed and tested, and static and fatigue test/analysis of the full-scale test articles. The main results of this program are reported.

Kassapoglou, Christos↗

NASA NTRS2010

Phenylethynyl Terminated Imide (PETI) Composites Made by High Temperature Vartm

The use of composites as primary structures on aerospace vehicles has increased dramatically over the past decade. As these advanced structures increase in size and complexity, their production costs have grown significantly. A major contributor to these manufacturing costs is the requirement of elevated pressures, during high temperature processing, to create fully consolidated composite parts. Recently, NASA Langley has licensed a series of low viscosity Phenyl Ethynyl Terminated Imide, PETI, oligomers that possess a wide processing window to allow for Resin Transfer Molding, RTM, processing. These resins, PETI-8 and PETI-330, demonstrate void fractions of approx.1% under elevated pressure consolidation. However, when used with a standardized thermal curing cycle in a High Temperature Vacuum Assisted RTM (HT-VARTM) process, they display undesirable void contents in excess of 7%. It was determined previously that under the thermal cycles used for laminate fabrication, the phenylethynyl endcap underwent degradation leading to volatile evolution. Modifications to the processing cycle used in the laminate fabrication have reduced the void content significantly (typically less than 3%) for carbon fiber biaxially woven fabric. For carbon fiber uniaxial fabric, void contents of less than 2% have been obtained using both PETI-8 and PETI-330. The resins were infused into carbon fiber preforms at 260 C and cured between 316 C and 371 C. Photomicrographs of the panels were taken and void contents were determined by acid digestion. Mechanical properties of the panels were determined at both room and elevated temperatures. These include short beam shear and flexure tests. The results of this work are presented herein.

Ghose, Sayata↗

NASA NTRS2011

Processing and Characterization of PETI Composites Fabricated by High Temperature VARTM

The use of composites as primary structures on aerospace vehicles has increased dramatically over the past decade. As these advanced structures increase in size and complexity, their production costs have grown significantly. A major contributor to these manufacturing costs is the requirement of elevated processing pressures, during the thermal cure, to create fully consolidated composites. For certain composite parts, high temperature vacuum assisted resin transfer molding (HT-VARTM) can offer reduced fabrication costs compared to conventional autoclave techniques. The process has been successfully used with phenylethynyl terminated imide (PETI) resins developed by NASA LaRC. In the current study, two PETI resins, LARC(TradeMark) PETI-330 and LARC(TradeMark) PETI-8 have been used to make test specimens using HT-VARTM. Based on previous work at NASA LaRC, larger panels with a quasi-isotropic lay-up were fabricated. The resultant composite specimens exhibited void contents <3% by volume depending on the type of carbon fabric preform used. Mechanical properties of the panels were determined at both room and elevated temperatures. These included open-hole compressive (OHC) and short beam shear (SBS) properties. Limited process modeling efforts were carried out including infusion times, composite panel size limitations and fabric permeability characterization. Work has also been carried out to develop new PETI based resins specifically geared towards HT-VARTM. The results of this work are presented herein.

Ghose, Sayata↗

NASA NTRS1992

Composite fuselage crown panel manufacturing technology

Commercial fuselage structures contain significant challenges in attempting to save manufacturing costs with advanced composite technology. Assembly issues, material costs, and fabrication of elements with complex geometry are each expected to drive the cost of composite fuselage structures. Boeing's efforts under the NASA ACT program have pursued key technologies for low-cost, large crown panel fabrication. An intricate bond panel design and manufacturing concepts were selected based on the efforts of the Design Build Team (DBT). The manufacturing processes selected for the intricate bond design include multiple large panel fabrication with the Advanced Tow Placement (ATP) process, innovative cure tooling concepts, resin transfer molding of long fuselage frames, and utilization of low-cost material forms. The process optimization for final design/manufacturing configuration included factory simulations and hardware demonstrations. These efforts and other optimization tasks were instrumental in reducing cost by 18 percent and weight by 45 percent relative to an aluminum baseline. The qualitative and quantitative results of the manufacturing demonstrations were used to assess manufacturing risks and technology readiness.

Willden, Kurtis↗

NASA NTRS2004

Analysis of Electrical Characteristics of Thin Film Photovoltaic Cells

Solar energy is the most abundant form of energy in many terrestrial and extraterrestrial environments. Often in extraterrestrial environments sunlight is the only readily available form of energy. Thus the ability to efficiently harness solar energy is one of the ultimate goals in the design of space power systems. The essential component that converts solar energy into electrical energy in a solar energy based power system is the photovoltaic cell. Traditionally, photovoltaic cells are based on a single crystal silicon absorber. While silicon is a well understood technology and yields high efficiency, there are inherent disadvantages to using single crystal materials. The requirements of weight, large planar surfaces, and high manufacturing costs make large silicon cells prohibitively expensive for use in certain applications. Because of silicon s disadvantages, there is considerable ongoing research into alternative photovoltaic technologies. In particular, thin film photovoltaic technologies exhibit a promising future in space power systems. While they are less mature than silicon, the better radiation hardness, reduced weight, ease of manufacturing, low material cost, and the ability to use virtually any exposed surface as a substrate makes thin film technologies very attractive for space applications. The research group lead by Dr. Hepp has spent several years researching copper indium disulfide as an absorber material for use in thin film photovoltaic cells. While the group has succeeded in developing a single source precursor for CuInS2 as well as a unique method of aerosol assisted chemical vapor deposition, the resulting cells have not achieved adequate efficiencies. While efficiencies of 11 % have been demonstrated with CuInS2 based cells, the cells produced by this group have shown efficiencies of approximately 1 %. Thus, current research efforts are turning towards the analysis of the individual layers of these cells, as well as the junctions between them, to determine the cause of the poor yields. As a student of electrical engineering with some material science background, my role in this research is to develop techniques for analyzing the electrical characteristics of the CuInS2 cells. My first task was to design a shadow mask to be used to place molybdenum contacts under a layer of CuInS;! in order to analyze the contact resistance between the materials. In addition, I have also analyzed evaporated aluminum top contacts and have tested various methods of increasing their thicknesses in order to decrease series resistance. More recently I have worked with other members of the research group in reviving a vertical cold-wall reactor for experimentation with CuInS2 quantum dots. As part of that project, I have improved the design for a variable frequency and pulse width square wave generator to be used in driving the precursor injection process. My task throughout the remainder of my tenure is to continue to analyze and develop tools for the analysis of electrical properties of the CuInS2 cells with the ultimate goal of discovering ways to improve the efficiency of our photovoltaic cells. Traditionally, photovoltaic cells are based on a single crystal silicon absorber. While The research group lead by Dr. Hepp has spent several years researching copper indium

Kasick, Michael P.↗

DOE OSTI2020

Rapid Open-Air Fabrication of Perovskite Solar Modules

We report on the open-air fabrication of perovskite solar modules with key advances including scalable large-area spray deposition, new monolithic integration scribing techniques, advanced photoluminescence characterization, and reproducible high-throughput manufacturability. Perovskite deposition with linear speeds of 12 m/min without a post-anneal are demonstrated with improved device performance, luminescent yield and >10X carrier lifetimes. Manufacturability using monolithic integration of series-connected modules is accomplished with a new indirect fiber laser ablation scribing method. A stable cell and module power output of 18.0% and 15.5%, respectively, was achieved with a subcell V oc > 1.06V. A comprehensive supporting technoeconomic analysis details the entire in-line manufacturing process from the glass substrate to the junction box of the encapsulated module. Here, the module manufacturing cost, balance of system costs and levelized cost of energy for a range of module efficiencies and lifetimes provides insights for the necessary tool speeds, efficiencies, and lifetimes for utility-scale energy generation.

14 SOLAR ENERGY↗

NASA NTRS2016

Multilayer Active Shell Mirrors for Space Telescopes

A novel active mirror technology based on carbon fiber reinforced polymer (CFRP) substrates and replication techniques has been developed. Multiple additional layers are implemented into the design serving various functions. Nanolaminate metal films are used to provide a high quality reflective front surface. A backing layer of thin active material is implemented to provide the surface-parallel actuation scheme. Printed electronics are used to create a custom electrode pattern and flexible routing layer. Mirrors of this design are thin (< 1.0 mm), lightweight (2.7 kg/m2 ), and have large actuation capabilities. These capabilities, along with the associated manufacturing processes, represent a significant change in design compared to traditional optics. Such mirrors could be used as lightweight primaries for small CubeSat-based telescopes or as meter-class segments for future large aperture observatories. Multiple mirrors can be produced under identical conditions enabling a substantial reduction in manufacturing cost and complexity. An overview of the mirror design and manufacturing processes is presented. Predictions on the actuation performance have been made through finite element simulations demonstrating correct abilities on the order of 250−300× for astigmatic modes with only 41 independent actuators. A description of the custom metrology system used to characterize the active mirrors is also presented. The system is based on a Reverse Hartmann test and can accommodate extremely large deviations in mirror figure (> 100 µm PV) down to sub-micron precision. The system has been validated against several traditional techniques including photogrammetry and interferometry. The mirror performance has been characterized using this system, as well as closed-loop figure correction experiments on 150 mm dia. prototypes. The mirrors have demonstrated post-correction figure accuracies of 200 nm RMS (two dead actuators limiting performance).

Reverse Hartmann↗

NASA NTRS2001

Near-Net Shape Powder Metallurgy Rhenium Thruster

This paper describes the development of a method to produce a near-net shape (NNS) powder metallurgy (PM) rhenium combustion chamber of the size 445 N (100 lbf) used in a high performance liquid apogee engine. These engines are used in low earth Orbit and geostationary orbit for satellite positioning systems. The developments in near-net shape powder metallurgy rhenium combustion chambers reported in this paper will reduce manufacturing cost of the rhenium chambers by 25 percent, and reduce the manufacturing time by 30 to 40 percent. The quantity of rhenium metal powder used to produce a rhenium chamber is reduced by approximately 70 percent and the subsequent reduction in machining schedule and costs is nearly 50 percent.

Leonhardt, Todd↗

DOE OSTI2023

Enhanced internal condensation of R1233zd(E) on micro- and nanostructured copper and aluminum surfaces

In-tube condensation of refrigerants is an important process which affects thermal efficiency in many applications, ranging from refrigeration and air conditioning to electronics thermal management. In-tube heat transfer and pressure drop are important to heat exchanger sizing and design. Here, in this work, micro- and nanostructured surfaces are applied to the internal wetted areas of copper and aluminum mini-channels to enhance the condensation heat transfer coefficient of hydrofluorocarbon R1233zd(E) refrigerant. To achieve scalable nanomanufacturing, surfaces were uniformly structured by relying on hydrochloric acid etching of aluminum and chemical oxidation of copper. The etched aluminum surfaces exhibited a 150% increase in heat transfer coefficient compared to smooth aluminum channels at specific qualities, with a 66% heat transfer coefficient improvement for complete phase change from saturated vapor to saturated liquid. Copper oxide structures showed no discernable difference in thermal-hydraulic performance when compared to smooth copper channels. Critical dimensionless parameters governing the heat transfer enhancement were identified by varying the tube internal diameter (2.3 mm to 4.7 mm), refrigerant mass flux (50 to 300 kg/(m 2 ·s)), and refrigerant quality (0 to 1). The dimensionless parameters include the Bond number normalized to the condensate film thickness, and the Weber number modified by the vapor friction factor. The relatively small increase in pressure drop (< 10%) associated with these surface enhancements further supports the promise of this method. The scalable and cost-effective techniques used to create these aluminum microstructures may reduce manufacturing cost when compared with current enhancement approaches such as extrusion, drawing, and welding.

42 ENGINEERING↗

NASA NTRS1978

A method for the analysis of the benefits and costs for aeronautical research and technology

A relatively simple, consistent, and reasonable methodology for performing cost-benefit analyses which can be used to guide, justify, and explain investments in aeronautical research and technology is presented. The elements of this methodology (labeled ABC-ART for the Analysis of the Benefits and Costs of Aeronautical Research and Technology) include estimation of aircraft markets; manufacturer costs and return on investment versus aircraft price; airline costs and return on investment versus aircraft price and passenger yield; and potential system benefits--fuel savings, cost savings, and noise reduction. The application of this methodology is explained using the introduction of an advanced turboprop powered transport aircraft in the medium range market in 1978 as an example.

Williams, L. J.↗

NASA NTRS2019

3D Printing Heat Shields

Heat shields that protect spacecraft from the heat of entering a planet's atmosphere are labor intensive to manufacture, cost prohibitive and the heat shield design is constrained by the manufacturing process. Little, if any, automation is used to manufacture and install the thermal protection system (TPS) on the vehicles and most heat shields are segmented with many seams and gaps. The goal of this project is to change this paradigm by developing new TPS materials and taking advantage of additive manufacturing technology to automate the processes for making and installing monolithic, ablative TPS on large entry vehicles.

Bouslog, Stan↗