Introduction of TTT NRA Teams and NASA Bonded Composites TTT Team: Summary of NASA TTT Team Activities
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Composites↗
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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.
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Time-Temperature-Transformation (TTT) Diagram for a Sludge Batch 9 Glass Composition Based on Coupled-Operation with the Salt Waste Processing Facility
The amorphous structure of a glass waste form has the potential to rearrange into crystalline phases at temperatures between the liquidus temperature and the glass transition temperature (Tg). Certain phases that can form will be detrimental to the durability of the glass and it is important to know the conditions that promote devitrification. The canister-centerline-cooling (CCC) profile is used to replicate the area within the center of the Defense Waste Processing Facility (DWPF) canister with the slowest cooling during the initial cool down after pouring, which has the greatest potential for crystallization. Other time-temperature conditions that cause significant changes in either phase structure or phase composition are identified by a time-temperature-transformation (TTT) study. The phase stability of a waste form must be determined as a part of the Waste Acceptance Product Specifications (WAPS) if it is to eventually be stored in a geologic repository. This requires the creation of a TTT diagram and analysis of the Tg, as defined by the Department of Energy (DOE). The previous TTT study for a DWPF glass waste form was completed in 2010 prior to coupled operation with the Salt Waste Processing Facility (SWPF). SWPF transfers two high activity waste streams to DWPF for vitrification: a cesium-containing strip effluent and a stream containing monosodium titanate/sludge solids. These SWPF streams were first transferred to DWPF for vitrification during Sludge Batch 9 (SB9) in 2021. The impact of these SWPF streams on crystallization behavior was not determined in previous studies and the need for data to satisfy WAPS Specification 1.4 for SB9 was identified.
12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
In-situ Synchrotron X-ray Scattering to Determine the TTT Diagram of U-6Nb
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36 MATERIALS SCIENCE↗
TAC Program Showcase 2021: TTT Importance of Partnerships, Collaborations, and Networking
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ARMD↗
Transformational Tools and Technologies (TTT) Proposed Research for NDE of Composite Bonded Joints
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nondestructive evaluation↗
Compression response of thick layer composite laminates with through-the-thickness reinforcement
Compression and compression-after-impact (CAI) tests were conducted on seven different AS4-3501-6 (0/90) 0.64-cm thick composite laminates. Four of the seven laminates had through-the-thickness (TTT) reinforcement fibers. Two TTT reinforcement methods, stitching and integral weaving, and two reinforcement fibers, Kevlar and carbon, were used. The remaining three laminates were made without TTT reinforcements and were tested to establish a baseline for comparison with the laminates having TTT reinforcement. Six of the seven laminates consisted of nine thick layers whereas the seventh material was composed of 46 thin plies. The use of thick-layer material has the potential for reducing structural part cost because of the reduced part count (layers of material). The compression strengths of the TTT reinforced laminates were approximately one half those of the materials without TTT reinforcements. However, the CAI strengths of the TTT reinforced materials were approximately twice those of materials without TTT reinforcements. The improvement in CAI strength is due to an increase in interlaminar strength produced by the TTT reinforcement. Stitched laminates had slightly higher compression and CAI strengths than the integrally woven laminates.
Farley, Gary L.↗
Mechanical response of composite materials with through-the-thickness reinforcement
An experimental investigation was conducted to identify the key geometrical parameters and quantify their influence on the mechanical response of through-the-thickness (TTT) reinforced composite materials. Composite laminates with TTT reinforcement fibers were fabricated using different TTT reinforcement materials and reinforcement methods and laminates were also fabricated of similar construction but without TTT reinforcement fibers. Coupon specimens were machined from these laminates and were destructively tested. TTT reinforcement yarns enhance damage tolerance and improve interlaminar strength. Thick-layer composites with TTT reinforcement yarns have equal or superior mechanical properties to thin-layer composites without TTT reinforcement yarns. A significant potential exists for fabrication cost reduction by using thick-layer composites with TTT reinforcement yarns. Removal of the surface loop of the TTT reinforcement improves compression strength. Stitching provides somewhat higher mechanical properties than integral weaving.
Farley, Gary L.↗
Triple tandem trimer immunogens for HIV-1 and influenza nucleic acid-based vaccines
Recombinant native-like HIV-1 envelope glycoprotein (Env) trimers are used in candidate vaccines aimed at inducing broadly neutralizing antibodies. While state-of-the-art SOSIP or single-chain Env designs can be expressed as native-like trimers, undesired monomers, dimers and malformed trimers that elicit non-neutralizing antibodies are also formed, implying that these designs could benefit from further modifications for gene-based vaccination approaches. Here, we describe the triple tandem trimer (TTT) design, in which three Env protomers are genetically linked in a single open reading frame and express as native-like trimers. Viral vectored Env TTT induced similar neutralization titers but with a higher proportion of trimer-specific responses. The TTT design was also applied to generate influenza hemagglutinin (HA) trimers without the need for trimerization domains. Additionally, we used TTT to generate well-folded chimeric Env and HA trimers that harbor protomers from three different strains. In summary, the TTT design is a useful platform for the design of HIV-1 Env and influenza HA immunogens for a multitude of vaccination strategies.
60 APPLIED LIFE SCIENCES↗
A mechanism responsible for reducing compression strength of through-the-thickness reinforced composite material
A study was conducted to identify one of the mechanisms that contributes to the reduced compression strength of composite materials with through-the-thickness (TTT) reinforcements. In this study a series of thick (0/90) laminates with stitched and integrally woven TTT reinforcements were fabricated and statically tested. In both the stitching and weaving process a surface loop of TTT reinforcement yarn is created between successive TTT penetrations. It was shown that the surface loop of the TTT reinforcement 'kinked' the in-plane fibers in such a manner that they were made ineffective in carrying compressive load. The improvement in strength by removal of the surface loop and 'kinked' in-plane fibers was between 7 and 35 percent.
Farley, Gary L.↗
The role of ternary alloying elements in eutectoid transformation of U-10Mo alloy part II. In and Ex-situ Neutron diffraction-based assessment of eutectoid phase transformation kinetics in U-9.8Mo-0.2X alloy (X = Cr, Ni or Co)
HExploring the effects of minor ternary alloying additions, typically impurity elements, on the phase stability of U-10Mo is important for preventing undesirable phase decomposition during processing or during service. This work examines the influence small ternary additions of Cr, Ni, and Co. Both in-situ and ex-situ neutron diffraction measurements made during and after high temperature (450 – 525°C) exposures were used to better define the influence of these elements on the time-temperature-transformation (TTT) behavior of U-10Mo, providing information which is complementary to electron microscopy investigations of the same alloy systems performed in the first part of this work. Minor additions of Ni and Co decrease the ?-phase stability at all temperatures investigated. Signatures of U6X (X = Ni or Co) compounds were shown to be present in amounts of up to 6 wt% in the heat treated alloys, suggesting that the initial precipitation of this phase may catalyze further ?-phase decomposition. On the other hand, the Cr containing alloys were observed to have nearly the same, and in some cases slower, phase transformation kinetics when compared to the binary U-10Mo control samples. The results of the study have enabled preliminary estimates of the TTT curves for the ternary alloys.
phase transformation, kinetics, discontinuous prec↗
Post-impact fatigue of cross-plied, through-the-thickness reinforced carbon/epoxy composites
An experimental investigation of the post-impact fatigue response of integrally woven carbon/epoxy composites was conducted. Five different through-the-thickness (TTT) reinforcing fibers were used in an experimental textile process that produced an integrally woven (0/90/0/90/0/90/0/90/0)(sub T) ply layup with 21K AS4 carbon tow fiber. The resin was Hercules 3501-6, and the five TTT reinforcing fibers were Kevlar, Toray carbon, AS4 carbon, glass, and IM6 carbon. The purpose of this investigation was to study the post-impact fatigue response of these material systems and to identify the optimum TTT fiber. Samples were impacted with one half inch diameter aluminum balls with an average velocity of 543 ft/sec. Post-impact static compression and constant amplitude tension-compression fatigue tests were conducted. Fatigue tests were conducted with a loading ratio of R=-5, and frequency of 4 Hz. Damage growth was monitored using x-radiographic and sectioning techniques and by examining the stress-strain response (across the impact site) throughout the fatigue tests. The static compressive stress versus far-field strain response was nearly linear for all material groups. All the samples had a transverse shear failure mode. The average compressive modulus (from far-field strain) was about 10 Msi. The average post-impact static compressive strength was about 35.5 Ksi. The IM6 carbon sample had a strength of over 40 Ksi, more than 16 percent stronger than average. There was considerable scatter in the S-N data. However, the IM6 carbon samples clearly had the best fatigue response. The response of the other materials, while worse than IM6 carbon, could not be ranked definitively. The initial damage zones caused by the impact loading and damage growth from fatigue loading were similar for all five TTT reinforcing materials. The initial damage zones were circular and consisted of delaminations, matrix cracks and ply cracks. Post-impact fatigue loading caused delamination growth, ply cracking and fiber bundle failures, typically 45 deg from impact load direction. During the initial 97 percent of fatigue life, delaminations, ply cracks and fiber bundle failures primarily grew at and near the impact site. During the final 3 percent of life, damage grew rapidly transverse to the loading direction as a through-the-thickness transverse shear failure. The stress-strain response was typically linear during the initial 50 percent of life, and stiffness dropped about 20 percent during this period. During the next 47 percent of life, stiffness dropped about 34 percent, and the stress-strain response was no longer linear. The stiffness decreased about 23 percent during the final 3 percent of life. These trends were typical of all the materials tested. Therefore, by monitoring stiffness loss, fatigue failure could be accurately anticipated.
Serdinak, Thomas E.↗
Alternative Damage Tolerant Materials for Wind Turbine Blades: An Overview
Current wind turbine blade materials may not be damage tolerant to the extent necessary to optimize the Levelized Cost of Energy (LCOE) of wind energy plants. Traditionally, wind turbine blades have been designed using a safe-life approach, but advances in inspection techniques and structural health monitoring solutions give rise to the opportunity to design wind turbine blades using a damage tolerant approach. Materials selection is a key element of da mage tolerant design, so the extent of the damage tolerance of alternative materials has been analyzed through a literature review and discussions with industry leaders. Fabrics and resin selection significantly affect the damage tolerance of composites. Changes to fabric architecture may include through-the-thickness (TTT) fibers, stretch-broken carbon fiber (SBCF) composites, and aligned discontinuous fiber reinforced composites (ADFRCs). Previous research has demonstrated that using TTT fibers in creases damage tolerance, but additional research is necessary to demonstrate the effectiveness of SBCFs and ADFRCs in mitigating damage. Several studies have demonstrated increased damage tolerance when toughened resin systems are used. In addition to toughened resin systems, thermoplastics have been shown to be tougher than thermosets. However, thermosets have been traditionally preferred in wind turbine blade manufacturing due to ease of manufacturing. Thermoplastic resin system s have been developed that can be used with conventional manufacturing methods but have yet to be studied for its damage tolerant capabilities. Furthermore, cost and stress analyses on where to effectively implement TTT fibers, SBCF composites, ADFRCs, and toughened resin systems must be executed prior to incorporating new materials into wind turbine blade manufacturing.
17 WIND ENERGY↗
Notch sensitivity of space shuttle tile materials
Tests were conducted at room temperature to determine the notch sensitivity of the thermal protection tile for the space shuttle. Two types of RSI tile were studied: LI-900 and LI-2200. Three point bend specimens were cut from discarded tiles in the in-plane (ip) and through-the-thickness (ttt) directions. They were tested with or without a sharp notch. The LI-900 (ip and ttt) specimens were not very notch sensitive, but the LI-2200 (ip and ttt) specimens were. The LI-2200 material showed about a 35 percent reduction in strength due to the presence of the notch. This reduction in strength should be considered in the design of mechanically fastened tile concepts.
Newman, J. C., Jr.↗
Single mode wavelength control of modulated AlGaAs lasers with external and internal etalon feedback
Single mode lasing without mode hops has been obtained for VSIS and CSP laser diodes with an external etalon attached to the laser's front facet for up to an 8 C range CW and a 4 C range pulsed, with .07 nm/C tuning. Tests of thin tapered-thickness (TTT) laser diodes show CW and pulsed single mode lasing over 10 C and 2 C ranges, respectively, with .08 nm/C tuning. An analysis of the TTT structure reveals the equivalent of an internal etalon. The time-resolved pulsed behavior for both types of lasers show single mode lasing within the proper temperature ranges with minor modes present only early in the optical pulse, if at all. The external etalon produces noticeable interference fringes in the farfield pattern, while those of the TTT lasers are smooth. Ongoing CW lifetest results indicate stability to within one longitudinal mode after a few hundred hours of operation, along with at least several thousand hours lifetime.
Maynard, William L.↗
Geologic Mapping of the V-36 Thetis Regio Quadrangle: 2008 Progress Report
As a result of mapping, eleven material stratigraphic units and three structural units have been identified and mapped. The material units include (from older to younger): tessera terrain material (tt), material of densely fractured plains (pdf), material of fractured and ridged plains (pfr), material of shield plains (psh), material of plains with wrinkle ridges (pwr), material of smooth plains of intermediate brightness (psi), material of radardark smooth plains (psd), material of lineated plains (pli) material of lobate plains (plo), material of craters having no radar-dark haloes (c1), and material of craters having clear dark haloes (c2). The morphologies and probably the nature of the material units in the study area are generally similar to those observed in other regions of Venus [2]. The youngest units are lobate plains (plo) which here typically look less lobate than in other areas of the planet. Close to them in age are smooth plains which are indeed smooth and represented by two varieties mentioned above. Lineated plains (pli) are densely fractured in a geometrically regular way. Plains with wrinkle ridges, being morphologically similar to those observed in other regions, here occupy unusually small areas. Shield (psh) plains here are also not abundant. Locally they show wrinkle ridging. Fractured and ridged plains (pfr), which form in other regions, the so called ridge belts, are observed as isolated areas of clusters of ridged plains surrounded by other units. Densely fractured plains (pdf) are present in relatively small areas in association with coronae and corona-like features. Tessera terrain (tt) is dissected by structures oriented in two or more directions. Structures are so densely packed that the morphology (and thus nature) of the precursor terrain is not known. Structural units include tessera transitional terrain (ttt), fracture belts (fb) and rifted terrain (rt). Tessera transitional terrain was first identified and mapped by [4] as areas of fractured and ridged plains (pfr) and densely fractured plains (pdf) deformed by transverse faults that made it formally resemble tessera terrain (tt). The obvious difference between units tt and ttt is the recognizable morphology of precursor terrain of unit ttt. Fracture belts are probably ancient rift zones [3]. Rifted terrain (rt), as in other regions of Venus, is so saturated with faults that according to the recommendation of [1, 5] it should be mapped as a structural unit.
Basilevsky, A. T.↗
Designing for Advanced Aerial Mobility: Human-Autonomy Teaming and In-Time System-Wide Safety Assurance
The continued growth of aviation shall require new innovative technologies and operational concepts to meet the ever-increasing demands on air transportation. The NASA Advanced Air Mobility (AAM) project focuses on emerging aviation markets, such as Urban Air Mobility (UAM). UAM is defined as “...a safe and efficient system for air passenger and cargo transportation within an urban area. It is inclusive of small package delivery and other urban unmanned aerial system services and supports a mix of onboard/ground-piloted and increasingly autonomous operations” ([1]). The AAM project emphasizes technology development and validating system-level concepts and solutions in coordination with other NASA Aeronautics Research Mission Directorate (ARMD) projects to enable UAM metro- and micro-plex vertiport and airspace concepts of operations. The NASA AAM research portfolio includes the concepts of Remote Supervisor-in-Command (RSC) and Fleet and Airspace Manager (FAM) as possible human roles for consumer fleet providers. NASA research in RSC is focused on development of guidelines and standards for remote pilots/operators passively and actively controlling a large fleet of autonomous aircraft. For FAM, flight and ground system concepts and technologies to enable high density homogeneous operations at increased scale from vertiport(s), and coordination with other humans in the systems (e.g., UAM urban airspace manager, Air Traffic Control) are key research areas. The envisioned UAM operations are posited to require autonomous systems to enable functions ranging from fleet and resource management to vehicle control. Although automation has become increasingly sophisticated and ubiquitous in civil aviation, autonomy represents a significant evolution in automation, which has generally been limited in functional scope and capability. As autonomy takes on increasing responsibilities, humans and machines will be required to work together in new and different ways [2], rather than traditional design approaches focused on how machines (i.e., autonomy) can do the work of people. The emerging field of human-autonomy teaming (HAT) represents a comprehensive and prioritized research-driven approach to enable the success of future emerging aviation market applications through capabilities and principles that facilitate humans and machine working and thinking better together. The NASA Transformational Tools and Technologies (TTT) Autonomous System (AS) Sub-project was created to assist with the transition into higher levels of autonomy to enable new modes of air transportation, such as UAM. TTT-AS has identified HAT as a key research need to enable UAM while maintaining today’s ultra-safe aviation system safety levels. The latter challenge has been taken up by the NASA System-Wide Safety (SWS) Project, which recognizes that aviation safety, as it evolves, shall require new ways of thinking about safety to include integration of a wide-range of existing and new safety systems and practices, enhanced tools and technologies, increased access to data and data fusion, improved data analysis capabilities, enhanced in-time risk monitoring and detection, hazard prioritization and mitigation, safety assurance decision-support, and in-time integrated system analytics [3].The operational concept of UAM represents a variety of work that has been termed, “work-as-imagined” to characterize the idea that how people think that work is done and how work is actually done are often not the same [4]. To ensure design success and system safety, looking at “work-as-done” provides a comparative approach toward UAM concept and technology design through examination of corresponding analogs found today in aviation (e.g., on-demand operations) and other transportation domains (e.g., port operations). The paper shall discuss various alternative applications with specific focus on airline operation center (AOC) operations, and unmanned aerial system (UAS) command-and-control to inform scaled-versions of FAM and RSC, respectively, and with consideration of the national airspace system contextual environment. The tenets and principles of the HAT field and current NASA research efforts under the TTT-AS sub-project shall also be described. Finally, the SWS sub-project efforts to develop In-Time System-Wide Safety Assurance (ISSA) and In-Time Safety Management Systems (IASMS) are discussed in terms of how “in-time” safety assurance may be conceptualized for the on-demand mobility air taxi “work-as-imagined” operational concept [5]. As part of this effort, concepts from the emerging field of resilience engineering, are being studied. Traditional approaches to aviation safety have focused on what can go wrong and how to prevent it. Another approach to thinking about system safety should reflect not only “avoiding things that go wrong” (protective safety) but also “ensuring that things go right” (productive safety), that enables a system to exhibit the resilient performance [6] necessary for the success of the future aviation system emerging concepts of operations. The paper shall describe efforts focused on how productive safety and resilience may enable a more complete approach to system safety thinking and design of ISSA and IASMS for UAM. Future directions and research needs shall also be discussed.
resilience↗
2040 Vision Study: NASA’s T3 Implementation Activities
Over the last few decades, advances in high-performance computing, new materials characterization methods, and, more recently, an emphasis on integrated computational materials engineering (ICME) and additive manufacturing have been a catalyst for multiscale modeling and simulation-based design of materials and structures in the aerospace industry. As a result, NASA’s Transformational Tools and Technology (TTT) Project sponsored a study (performed by a team led by Pratt & Whitney) to define the potential 25-year future state required for integrated multiscale modeling of materials and systems (e.g., load-bearing structures) to accelerate the pace and reduce the expense of innovation in future aerospace and aeronautical systems. This talk will briefly review the findings of this 2040 Vision study (e.g., the 2040 vision state; the required interdependent core technical work areas, Key Element (KE); associated critical gaps and actions to close those gaps; and major recommendations) and discuss NASA’s TTT implementation activities, with special emphasis on recent accomplishments. The study, NASA CR 2018- 219771, envisions the development of a cyber-physical-social ecosystem comprised of experimentally verified and validated computational models, tools, and techniques, along with the associated digital tapestry, that marries two non-mutually exclusive paradigms – “design of the materials” (material scientist viewpoint) and “design with the materials” (structural analyst viewpoint) – into a concurrent transformational paradigm that impacts the entire supply chain to enable cost-effective, rapid, and revolutionary design of fit-for-purpose materials, components, and systems. Although the vision focused on aeronautics and space applications, it is believed that other engineering communities (e.g., automotive, biomedical, etc.) can benefit as well from the proposed framework with only minor modifications. Finally, it is TTT’s hope and desire that this vision provides the strategic guidance to both public and private research and development decision makers to make the proposed 2040 vision state a reality and thereby provide a significant advancement in the United State's global competitiveness
Materials↗
A Coupled Small and Wide-Angle X-Ray Scattering Study of Phase Transformation Mechanisms in U-6Wt Pct Nb
The elevated temperature phase transformation kinetics of U-6wt%Nb in both wrought and cast conditions were investigated using in-situ high energy synchrotron X-ray scattering. The evolution of the phase content, γ-phase composition, and microstructure morphology was determined through the analysis of simultaneously collected wide-angle diffraction and small-angle scattering (SAXS) data. The results of the wide-angle scattering analysis, especially the phase fractions and average composition of the γ-phase, provide model parameters to enable a quantitative analysis using the SAXS data. Greater clarity regarding the kinetics of different precipitation mechanisms, namely the continuous precipitation (CP) of α-U within the γ-phase matrix and the discontinuous (DP) grain boundary precipitation of a lamellar microstructure, consisting of α-U and Nb-rich γ-phase are obtained from the coupled measurement modes. These results indicate that the CP mechanism is responsible for the initial precipitation of α-U at all temperatures considered. Near the nose in the time-temperature-transformation (TTT) diagram at ~798 K, both mechanisms are active during the early stages of phase transformation. However, the DP mechanism has an increasingly long incubation period with decreasing temperature below the TTT nose. In conclusion, the average interlamellar spacing obtained from the SAXS analysis increases with time, providing further evidence of the so-called divergent DP behavior previously observed in U-6wt%Nb alloys.
36 MATERIALS SCIENCE↗