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This study compares satellite temperature predictions with thermal vacuum test results and shows the improvement from testing. Orbital data were compared with prediction/test results to determine quantitatively an expected error criteria.
It appears practical to challenge the Orbiter DAP with a large, attached structure. The definition of this capability is a fundamental step in the development of nearly all large space systems currently under consideration. Experiment features may be incorporated that apply to control systems for large space systems such as modal damping devices. In a relatively simple deployable structure, the correlation of flight test results with ground test and analysis should provide a basis for extrapolation to more complex structures. Initial experiment concepts will provide a starting point for the examination of antenna feed mast requirements with the objective changing the design to produce a representative test article. Correlation of construction operations with ground simulations will provide for better task and time-line definition. EVA needs to be a direct benefit to the conduct of the experiment. Early consideration of safety issues is a precaution against defining an unacceptable experiment concept. Integration of many objectives seems feasible and is generally perceived as the only way to justify a relatively expensive experiment.
Comparisons were made of the performance and blade vibratory loads characteristics for an advanced rotor system as predicted by analysis and as measured in a 1/5 scale model wind tunnel test, a full scale model wind tunnel test and flight test. The accuracy with which the various tools available at the various stages in the design/development process (analysis, model test etc.) could predict final characteristics as measured on the aircraft was determined. The accuracy of the analyses in predicting the effects of systematic tip planform variations investigated in the full scale wind tunnel test was evaluated.
Under a rotorcraft structural dynamics program sponsored by the NASA Langley Research Center, Sikorsky Aircraft, together with the other major helicopter airframe manufacturers, is engaged in a study to improve the use of finite element analysis to predict the dynamic behavior of helicopter airframes. This program, which was designated DAMVIBS (Design Analysis Methods for VIBrationS), includes activities in the areas of: planning, creating, and documenting finite element models of helicopter airframes; the performance of ground vibration tests; and the correlation of test and analysis. The work performed at Sikorsky Aircraft for planning, creating, and documenting a finite element model of the UH-60A BLACK HAWK helicopter airframe is summarized. A complete description of the components of the helicopter which are to be represented in the model is presented and includes: the structural arrangement, the identification of primary and secondary structure, the components of the drive and power trains, and the attachment of large weight items to the structure. Also presented are the techniques which were used to formulate the structural finite element model for static analysis, for forming the mass and vibration models for dynamic analysis, and the procedures which were used to check out and verify the integrity of the model. Initial predictions for the vibration modes for the helicopter are included.
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We describe and apply a method for directly computing the power spectrum for the galaxy distribution in the extension of the Center for Astrophysics Redshift Survey. Tests show that our technique accurately reproduces the true power spectrum for k greater than 0.03 h Mpc(exp -1). The dense sampling and large spatial coverage of this survey allow accurate measurement of the redshift-space power spectrum on scales from 5 to approximately 200 h(exp -1) Mpc. The power spectrum has slope n approximately equal -2.1 on small scales (lambda less than or equal 25 h(exp -1) Mpc) and n approximately -1.1 on scales 30 less than lambda less than 120 h(exp -1) Mpc. On larger scales the power spectrum flattens somewhat, but we do not detect a turnover. Comparison with N-body simulations of cosmological models shows that an unbiased, open universe CDM model (OMEGA h = 0.2) and a nonzero cosmological constant (CDM) model (OMEGA h = 0.24, lambda(sub zero) = 0.6, b = 1.3) match the CfA power spectrum over the wavelength range we explore. The standard biased CDM model (OMEGA h = 0.5, b = 1.5) fails (99% significance level) because it has insufficient power on scales lambda greater than 30 h(exp -1) Mpc. Biased CDM with a normalization that matches the Cosmic Microwave Background (CMB) anisotropy (OMEGA h = 0.5, b = 1.4, sigma(sub 8) (mass) = 1) has too much power on small scales to match the observed galaxy power spectrum. This model with b = 1 matches both Cosmic Background Explorer Satellite (COBE) and the small-scale power spect rum but has insufficient power on scales lambda approximately 100 h(exp -1) Mpc. We derive a formula for the effect of small-scale peculiar velocities on the power spectrum and combine this formula with the linear-regime amplification described by Kaiser to compute an estimate of the real-space power spectrum. Two tests reveal luminosity bias in the galaxy distribution: First, the amplitude of the pwer spectrum is approximately 40% larger for the brightest 50% of galaxies in volume-limited samples that have M(sub lim) greater than M*. This bias in the power spectrum is independent of scale, consistent with the peaks-bias paradigm for galaxy formation. Second, the distribution of local density around galaxies shows that regions of moderate and high density contain both very bright (M less than M* = -19.2 + 5 log h) and fainter galaxies, but that voids preferentially harbor fainter galaxies (approximately 2 sigma significance level).
This paper provides a discussion of the history of Carbon Cloth Phenolic (CCP) ply lifting in the Redesigned Solid Rocket Motor (RSRM) Program, a brief presentation of theoretical methods used for analytical evaluation, and results of parametric analyses of CCP material subject to test conditions of the Laser Hardened Material Evaluation Laboratory. CCP ply lift can occur in regions of the RSRM nozzle where ply angle to flame surface is generally less than about 20 degrees. There is a heat rate dependence on likelihood and severity of the condition with the higher heating rates generally producing more ply lift. The event occurs in-depth, near the heated surface, where the load necessary to mechanically separate the CCP plies is produced by the initial stages of pyrolysis gas generation due to the thermal decomposition of the phenolic resin matrix. Due to the shallow lay-up angle of the composite, normal components of the indepth mechanical load, due to "pore pressure", are imparted primarily as a cross-ply tensile force on the interlaminar ply boundaries. Tensile capability in the cross-ply (out of plane) direction is solely determined by the matrix material capability. The elevated temperature matrix material capabilities are overcome by pressure induced mechanical normal stress and ply-lift occurs. A theoretical model used for CCP in-depth temperature, pressure, and normal stress prediction, based on first principles, is briefly discussed followed by a parametric evaluation of response variables subject to boundary conditions typical of on-going test programs at the LHMEL facility. Model response demonstrates general trends observed in test and provides insight into the interactivity of material properties and constitutive relationships.
During the space shuttle return-to-flight preparations following the Columbia accident, finite element models were needed that could predict the threshold of critical damage to the orbiter s wing leading edge from ice debris impacts. Hence, an experimental program was initiated to provide crushing data from impacted ice for use in dynamic finite element material models. A high-speed drop tower was configured to capture force time-histories of ice cylinders for impacts up to approximately 100 ft/s. At low velocity, the force-time history depended heavily on the internal crystalline structure of the ice. However, for velocities of 100 ft/s and above, the ice fractured on impact, behaved more like a fluid, and the subsequent force-time history curves were much less dependent on the internal crystalline structure.
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In the surfaces correlation study, several different volumetric and drainage measurement techniques for classifying surface texture were evaluated as part of a major study to develop and improve methods for predicting tire friction performance on all types of pavement. The objective of the evaluation was to seek relationships between the different techniques, and to relate those results to surface frictional characteristics. We needed to know how each of the tests could be related to each other. Another of my assigned projects was to make a tire behavior math model for the High Speed Civil Transport (HSCT) using the same methods used for the space shuttle a few years ago. A provided third order equation with two variables was used. This model will also be used for studies with the Boeing 777. Only a few changes will be necessary to adapt it for this other aircraft, which is the newest offered by Boeing. In my final project I was involved with testing the tires for this new aircraft using the Aircraft Landing Dynamics Facility (ALDF) test carriage within the carriage house at LaRC. A 50 inch diameter radial tire manufactured by Michelin Aircraft Tire Corporation had to be tested to double overload of 114,000 pounds. The rated load of each tire is 57,000 pounds, but Boeing required tests assuming failure of a companion tire that could have cost Michelin approximately $12 million to build a facility to provide the required test capability. Here at LaRC, only minimum modifications to the facility were required to perform this specific test.
In 2018, a full-scale isolated proprotor test was conducted in the USAF National Full-Scale Aerodynamics Complex (NFAC) at NASA Ames. The test article was the 3-bladed Bell 699 research rotor derived from the AW609 rotor. For this test, the NASA Tiltrotor Test Rig (TTR) and rotor were installed in the 40- by 80-foot test section. Correlations between the 2018 test data and predictions from the comprehensive analysis CAMRAD II for blade and yoke (flexbeam) loads and rotor torque are presented. The full range of conversion to helicopter modes is covered: conversion 30-, 45-, and 60-deg TTR yaw, and helicopter 75- and 90-deg TTR yaw. The flap moment correlation is reasonable to good; the pitch link load and torsion moment are uniformly underpredicted. The measured 2P lag moment and 2P torque are not captured by the analysis. The inability to predict the 2P component is currently attributed to the analytical assumption of a perfect gimbal, whereas the actual test gimbal may be operating imperfectly and thus introducing the 2P harmonic. A new analytical model that accounts for non-ideal gimbal operation is needed.
Modified compression tests in a coarse-grained austenitic stainless steel have been carried out in order to examine the crystal plasticity behavior for large plastic deformations. The measurements of local in-plane strains provide deeper insight into the deformation process on the local scale. These measurements are performed by digital image correlation technique (DIC) in combination with local crystal orientation measurements by using the electron backscatter diffraction technique (EBSD). Split test samples are prepared to track the strong microstructural changes during deformation, which is done incrementally in 10% steps up to 60% total macroscopic strain. The clear correlation of local strains with crystal orientation changes - e.g. in the case of mechanical twinning - permits to identify the acting deformation mechanisms. Such, experimentally determined local strain maps can be used for verification of crystal plasticity finite element method simulations (CPFEM). - Research Highlights: {yields} Method to study large strain crystal plasticity inside an austenitic FeCrNi-alloy. {yields} Correlation of local strain analyses with crystal orientation measurements. {yields} Deformation mechanism changes locally from dislocation glide to mechanical twinning. {yields} Suitable to study grain-grain interactions, slip system activation and grain boundary effects. {yields} Provide essential data for crystal plasticity FEM studies.
In this report, the National Renewable Energy Laboratory analyzed results from multiple, independent truck platooning projects to compare and contrast track test results with wind tunnel test results conducted by Lawrence Livermore National Laboratory (LLNL). Some highlights from the report include compiled data, and results from four independent SAE J1321 full-size track test campaigns that were compared to LLNL wind tunnel testing results. All platooning scenarios tested demonstrated significant fuel savings with good correlation relative to following distances, but there are still unanswered questions and clear opportunities for system optimization. NOx emissions showed improvements from NREL tests in 2014 to Auburn tests in 2015 with respect to J1321 platooning track testing of Peloton system. NREL evaluated data from Volpe's Naturalistic Study of Truck Following Behavior, which showed minimal impact of naturalistic background platooning. We found significant correlation between multiple track studies, wind tunnel tests, and computational fluid dynamics, but also showed that there is more to learn regarding close formation and longer-distance effects. We also identified potential areas for further research and development, including development of advanced aerodynamic designs optimized for platooning, measurement of platoon system performance in traffic conditions, impact of vehicle lateral offsets on platooning performance, and characterization of the national potential for platooning based on fleet operational characteristics.