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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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At least 343 records · Page 19
All sourcesNASA NTRSDOE OSTI
NASA NTRS2006

A One-Piece Lunar Regolith-Bag Garage Prototype

Shelter structures on the moon, even in early phases of exploration, should incorporate lunar materials as much as possible. We designed and constructed a prototype for a one-piece regolith-bag unpressurized garage concept, and, in parallel, we conducted a materials testing program to investigate six candidate fabrics to learn how they might perform in the lunar environment. In our concept, a lightweight fabric form is launched from Earth to be landed on the lunar surface and robotically filled with raw lunar regolith. In the materials testing program, regolith-bag fabric candidates included: VectranTM, NextelTM, Gore PTFE FabricTM, ZylonTM TwaronTM and NomexTM. Tensile (including post radiation exposure), fold, abrasion, and hypervelocity impact testing were performed under ambient conditions, and, within our current means, we also performed these tests under cold and elevated temperatures. In some cases, lunar simulant (JSC-1) was used in conjunction with testing. Our ambition is to continuously refine our testing to reach lunar environmental conditions to the extent possible. A series of preliminary structures were constructed during design of the final prototype. Design is based on the principles of the classic masonry arch. The prototype was constructed of KevlarTM and filled with vermiculite (fairly close to the weight of lunar regolith on the moon). The structure is free-standing, but has not yet been load tested. Our plan for the future would be to construct higher fidelty mockups with each iteration, and to conduct appropriate tests of the structure.

Smithers, Gweneth A.↗
NASA NTRS2007

A One-Piece Lunar Regolith-Bag Garage Prototype

Shelter structures on the moon, even in early phases of exploration, should incorporate lunar materials as much as possible. We designed and constructed a prototype for a one-piece regolith-bag unpressurized garage concept, and, in parallel, we conducted a materials testing program to investigate six candidate fabrics to learn how they might perform in the lunar environment. In our concept, a lightweight fabric form is launched from Earth to be landed on the lunar surface and robotically filled with raw lunar regolith. In the materials testing program, regolith-bag fabric candidates included: Vectran(TM), Nextel(TM), Gore PTFE Fabric(TM), Zylon(TM), Twaron(TM), and Nomex(TM). Tensile (including post radiation exposure), fold, abrasion, and hypervelocity impact testing were performed under ambient conditions, and, within our current means, we also performed these tests under cold and elevated temperatures. In some cases, lunar simulant (JSC-1) was used in conjunction with testing. Our ambition is to continuously refine our testing to reach lunar environmental conditions to the extent possible. A series of preliminary structures were constructed during design of the final prototype. Design is based on the principles of the classic masonry arch. The prototype was constructed of Kevlar(TM) and filled with vermiculite (fairly close to the weight of lunar regolith on the moon). The structure is free-standing, but has not yet been load tested. Our plan for the future would be to construct higher fidelity mockups with each iteration, and to conduct appropriate tests of the structure.

Smithers, Gweneth A.↗
NASA NTRS1973

Engineering analysis and test results of the pre-stage planetary gear trains for wrist rotation and pitch assembly and azimuth and elevation assembly of the extendable stiff arm manipulator kit assembly

In order to improve the performance capability of the Extendable Stiff Arm Manipulator (ESAM) it was necessary to increase the overall gear ratio by a factor of approximately four. This is accomplished with minimum effect to existing hardware by the interposition of a planetary gear transmission between the respective drive motors and the harmonic drive transmissions. The engineering analysis in support of this design approach and the subsequent no-load test results are reported.

Morris, R. N.↗
NASA NTRSDate not supplied

Advanced Manufacturing of the SLS Block 1B Payload Adapter: Engineering Development Unit

The Payload Adapter (PLA) for the Space Launch System Block 1B configuration (SLS B1B) is a structural frustum that interfaces with the Exploration Upper Stage (EUS) and the Universal Stage Adapter (USA) or the cargo fairing at the aft end and interfaces with the primary or co-manifested payload at the forward end. The primary structure is composed of a single piece aluminum forward ring, a segmented aluminum aft ring, eight carbon composite sandwich panels, and composite bonded longitudinal joints. The PLA is designed and fabricated in-house at MSFC. Development and flight article builds are joint efforts between the Materials & Processes Laboratory (EM), the Spacecraft & Vehicle Systems Department (EV), the Space Systems Department (ES), and the Test Laboratory (ET). The large-scale manufacturing efforts associated with this task include the fabrication of pathfinder panels; the fabrication and assembly of a full-scale Manufacturing Demonstration Article (MDA); the fabrication, assembly, and test of an Engineering Demonstration Unit (EDU); the fabrication, assembly, and test of a qualification Article; and the fabrication, assembly, and proof test of subsequent flight articles. The PLA team recently completed assembly of the EDU. The final assembly included the instillation of the co-manifested secondary payload, NEST, and the instillation and tensioning of the Payload Separation System (PSS). This poster will detail the assembly process which includes: (1) composite panel to ring assembly, (2) adhesive bonding for the longitudinal joints, and (3) instillation of the NEST and PSS. The PLA EDU is prepared to undergo modal and static load testing.

Monique Wallace↗
NASA NTRS1982

Flight service evaluation of composite components on the Bell Helicopter model 206L: Design, fabrication and testing

The design, fabrication, and testing phases of a program to obtain long term flight service experience on representative helicopter airframe structural components operating in typical commercial environments are described. The aircraft chosen is the Bell Helicopter Model 206L. The structural components are the forward fairing, litter door, baggage door, and vertical fin. The advanced composite components were designed to replace the production parts in the field and were certified by the FAA to be operable through the full flight envelope of the 206L. A description of the fabrication process that was used for each of the components is given. Static failing load tests on all components were done. In addition fatigue tests were run on four specimens that simulated the attachment of the vertical fin to the helicopter's tail boom.

Zinberg, H.↗
NASA NTRS1992

CPL Materials Life Cycle Test Facility

The Capillary Pumped Loop (CPL) Materials Life Cycle Test Facility at the Goddard Space Flight Center (GSFC) will identify the operational parameters controlling the performance of a CPL over an extended period of time. The primary purpose of the facility is to investigate the long-term chemical compatibility between the anhydrous ammonia working fluid and the CPL materials of construction. Chemical reactions occurring within the system may produce non-condensable gases or particulate debris that can lead to a degradation in system performance. Small liquid samples will be drawn from the system at specific time intervals and analyzed to check for the presence of non-condensable gases. Periodic maximum and minimum heat load tests will be performed on the CPL to monitor trends in the overall system performance.

Buchko, Matthew T.↗
NASA NTRS2012

Test Analysis Correlation of the Single Stringer Bending Tests for the Space Shuttle ET-137 Intertank Stringer Crack Investigation

On November 5, 2010, Space Shuttle mission STS-133 was scrubbed due to a hydrogen leak at the Ground Umbilical Carrier Plate (GUCP). After the scrub, a crack in the foam thermal protection system (TPS) was observed on the External Tank (ET) near the interface between the liquid oxygen (LOX) tank and the Intertank. When the damaged foam was removed, two 9-in. long cracks were found on the feet of Intertank stringer S7-2, and the stringer failure was the cause of the TPS crack. An investigation was conducted to determine the root cause of the cracks, establish a remedy/repair for the stringers, and provide flight rationale for the damaged tank, ET-137. The Space Transportation System (STS) Super Lightweight ET (SLWT) is comprised of two propellant tanks (an aft liquid hydrogen (LH2) tank and a forward LOX tank) and an Intertank. The Intertank serves as the structural connection between the two propellant tanks and also functions to receive and distribute all thrust loads from the solid rocket boosters . The Intertank is a stiffened cylinder structure consisting of eight mechanically joined panels (two integrally-stiffened, machined thrust panels to react the booster loads and six stringer-stiffened skin panels). There are one main ring frame, four intermediate ring frames, and forward and aft flange chords that mate to the respective propellant tanks.. The skin/stringer panels utilize external hat-section stringers that are mechanically attached with rivets along most of their length and with specialty fasteners, such as GP Lockbolts and Hi-Loks, at the forward and aft ends where the stringers attach to the flange chords. During the STS-133 Intertank stringer crack investigation, cracks were found on a total of five stringers. All of the cracks were at the LOX end, in the feet of the stringers, and near the forward fasteners (GP Lockbolts). Video of tanking for the November 5 launch attempt was used to determine that the TPS failure, and thus the stringer failure, occurred as the LOX liquid level crossed the LOX tank / Intertank interface ring frame. Hence, cryogenically-induced displacements were suspected as a contributing cause of the stringer cracks. To study the behavior of Intertank stringers subjected to similar displacements, static load tests of individual stringers, colloquially known as "single stringer bending tests" were performed. Approximately thirty stringers were tested, many of which were cut from the partially completed Intertank for what would have been ET-139. In addition to the tests, finite element (FE) analyses of the test configuration were also performed. In this paper, the FE analyses and test-analysis correlation for stringer test S6-8 are presented. Stringer S6-8 is a "short chord" configuration with no doubler panels.

Phillips, Dawn R.↗
NASA NTRS2005

20 Meter Solar Sail Analysis and Correlation

This presentation discusses studies conducted to determine the element type and size that best represents a 20-meter solar sail under ground-test load conditions, the performance of test/Analysis correlation by using Static Shape Optimization Method for Q4 sail, and system dynamic. TRIA3 elements better represent wrinkle patterns than do QUAD3 elements Baseline, ten-inch elements are small enough to accurately represent sail shape, and baseline TRIA3 mesh requires a reasonable computation time of 8 min. 21 sec. In the test/analysis correlation by using Static shape optimization method for Q4 sail, ten parameters were chosen and varied during optimization. 300 sail models were created with random parameters. A response surfaces for each targets which were created based on the varied parameters. Parameters were optimized based on response surface. Deflection shape comparison for 0 and 22.5 degrees yielded a 4.3% and 2.1% error respectively. For the system dynamic study testing was done on the booms without the sails attached. The nominal boom properties produced a good correlation to test data the frequencies were within 10%. Boom dominated analysis frequencies and modes compared well with the test results.

Taleghani, B.↗
NASA NTRS2022

Charging Experiments and Filtration Testing on Facemask Materials: Towards Goals of Full Performance Restoration of Used N95 Masks and Enhancement of Common-Fabric Facemasks

Different techniques have been developed for sanitizing N95 masks while retaining whatever charge remains on them. However, these sanitizing methods do not address the fact that the electrical charge, filtration efficacy, and breathability of such masks may be expected to degrade during long-term use based on mechanisms known in the literature. In this study, approaches to electrically (re)charging facemask filter materials were explored in response to the COVID-19 induced shortage of N95 masks. The effort consisted of charging experiments followed by filtration testing conducted at the coupon level during a month-long period (May 2020). The main focus of the work was to develop a recharging technique which could eventually be adapted and used as part of a broader full-performance restoration process for used N95 masks, e.g., which might employ simple washing by alcohol or soapy water as a preceding step for sanitization and declogging. Most tested coupons were therefore nonwoven meltblown fibrous polypropylene (PP) filter media extracted from decades old N95 masks. Keeping in mind commonly used cloth facemasks, limited trials were also performed with some commercially available fabrics. Charging was done at elevated temperature and was followed by cooling to freeze in the applied charges produced from corona discharges using different electrode configurations and parameter combinations, or from triboelectric rubbing. Charging was also focused on using potentially scalable equipment, e.g., Van de Graaff generators or consumer ionic hair products. Some degree of success was achieved with one of the fabrics and the PP filter media which was first purposefully discharged to have typical filtration efficiency (FE) of ~35%. Numerous attempts at corona charging discharged media resulted in filtration efficiency (FE) ≥ 80 – 85%. Some measure of charge robustness was also established via stable performance during loading testing. However, results where FE ≥ 90% were not reliably repeatable and no results met the FE ≥ 95% goal due to shortcomings of the charging process. The best three trials for PP media statistically met the FE ≥ 90% criteria, amounted to a small percentage of the trials relying on an ionic hair dryer, and are attributed to good embedding of charges via aerodynamic force. Triboelectric charging significantly enhanced the viability of one of the polyester fabrics –measured FE increased from 19% up to 46% while maintaining a reasonably low pressure drop.

N95↗
NASA NTRSDate not supplied

Operating and Maintaining the JWST Cleanroom attached to JSC's Chamber A during preparations for the OTIS Cryogenic Thermal Vacuum Test

In order to maintain cleanliness during preparations for JWST’s OTIS (Optical Telescope Element-Integrated Science Instrument Module) Cryogenic Thermal Vacuum Test, a cleanroom was built that attached directly to the 60-year-old Chamber A. The cleanroom and chamber were outfitted with independent environmental control systems each providing ISO Class 71 air cleanliness. To maintain balanced, positive pressure in both the cleanroom and chamber volumes, a special control protocol was developed and successfully implemented. Dual back-up environmental control units (one each for the chamber and cleanroom) were installed just outside the building to provide environmental control redundancy due to a single source chilled water supply and weather threats. In addition, lack of a dedicated cleanroom airlock facilitating clean ingress and egress made it necessary to perform additional cleaning and packaging, as well as augment the uncontrolled truck lock space with small clean tents for pre-cleaning. Special procedures were developed to allow ingress of extra-large support equipment required for load testing of the cleanroom crane, installation of optical equipment in Chamber A and accommodation of the OTIS shipping container. A thorough bake-out and cleaning of Chamber A was also necessary to reduce volatiles from the shroud’s black thermal paint and to reduce particle fallout. Acrylic adhesive fracture discovered during early cryo-testing represented a significant challenge that was successfully mitigated prior to OTIS testing. A dedicated team of Contamination Control (CC) Technicians was specifically trained to clean support equipment and screen materials entering the cleanroom and chamber to ensure cleanliness and vacuum compatibility.

Optics↗
NASA NTRSDate not supplied

Operating and Maintaining the JWST Cleanroom attached to JSC's Chamber A during preparations for the OTIS Cryogenic Thermal Vacuum Test

In order to maintain cleanliness during preparations for JWST’s OTIS (Optical Telescope Element-Integrated Science Instrument Module) Cryogenic Thermal Vacuum Test, a cleanroom was built that attached directly to the 60-year-old Chamber A. The cleanroom and chamber were outfitted with independent environmental control systems each providing ISO Class 71 air cleanliness. To maintain balanced, positive pressure in both the cleanroom and chamber volumes, a special control protocol was developed and successfully implemented. Dual back-up environmental control units (one each for the chamber and cleanroom) were installed just outside the building to provide environmental control redundancy due to a single source chilled water supply and weather threats. In addition, lack of a dedicated cleanroom airlock facilitating clean ingress and egress made it necessary to perform additional cleaning and packaging, as well as augment the uncontrolled truck lock space with small clean tents for pre-cleaning. Special procedures were developed to allow ingress of extra-large support equipment required for load testing of the cleanroom crane, installation of optical equipment in Chamber A and accommodation of the OTIS shipping container. A thorough bake-out and cleaning of Chamber A was also necessary to reduce volatiles from the shroud’s black thermal paint and to reduce particle fallout. Acrylic adhesive fracture discovered during early cryo-testing represented a significant challenge that was successfully mitigated prior to OTIS testing. A dedicated team of Contamination Control (CC) Technicians was specifically trained to clean support equipment and screen materials entering the cleanroom and chamber to ensure cleanliness and vacuum compatibility.

James Webb Space Telescope↗
NASA NTRS2015

In-Flight Aeroelastic Stability of the Thermal Protection System on the NASA HIAD, Part II: Nonlinear Theory and Extended Aerodynamics

Conical shell theory and a supersonic potential flow aerodynamic theory are used to study the nonlinear pressure buckling and aeroelastic limit cycle behavior of the thermal protection system for NASA's Hypersonic Inflatable Aerodynamic Decelerator. The structural model of the thermal protection system consists of an orthotropic conical shell of the Donnell type, resting on several circumferential elastic supports. Classical Piston Theory is used initially for the aerodynamic pressure, but was found to be insufficient at low supersonic Mach numbers. Transform methods are applied to the convected wave equation for potential flow, and a time-dependent aerodynamic pressure correction factor is obtained. The Lagrangian of the shell system is formulated in terms of the generalized coordinates for all displacements and the Rayleigh-Ritz method is used to derive the governing differential-algebraic equations of motion. Aeroelastic limit cycle oscillations and buckling deformations are calculated in the time domain using a Runge-Kutta method in MATLAB. Three conical shell geometries were considered in the present analysis: a 3-meter diameter 70 deg. cone, a 3.7-meter 70 deg. cone, and a 6-meter diameter 70 deg. cone. The 6-meter configuration was loaded statically and the results were compared with an experimental load test of a 6-meter HIAD. Though agreement between theoretical and experimental strains was poor, the circumferential wrinkling phenomena observed during the experiments was captured by the theory and axial deformations were qualitatively similar in shape. With Piston Theory aerodynamics, the nonlinear flutter dynamic pressures of the 3-meter configuration were in agreement with the values calculated using linear theory, and the limit cycle amplitudes were generally on the order of the shell thickness. The effect of axial tension was studied for this configuration, and increasing tension was found to decrease the limit cycle amplitudes when the circumferential elastic supports were neglected, but resulted in more complex behavior when the supports were included. The nominal flutter dynamic pressure of the 3.7-meter configuration was significantly lower than that of the 3-meter, and it was found that two sets of natural modes coalesce to flutter modes near the same dynamic pressure. This resulted in a significant drop in the limit cycle frequencies at higher dynamic pressures, where the flutter mode with the lower frequency becomes more critical. Pre-buckling pressure loads and the aerodynamic pressure correction factor were studied for all geometries, and these effects resulted in significantly lower flutter boundaries compared with Piston Theory alone. The maximum dynamic pressure predicted by aerodynamic simulations of a proposed 3.7-meter HIAD vehicle was still lower than any of the calculated flutter dynamic pressures, suggesting that aeroelastic effects for this vehicle are of little concern.

Goldman, Benjamin D.↗
NASA NTRS2015

Aeroelastic Analysis of a Flexible Wing Wind Tunnel Model with Variable Camber Continuous Trailing Edge Flap Design

This paper presents data analysis of a flexible wing wind tunnel model with a variable camber continuous trailing edge flap (VCCTEF) design for drag minimization tested at the University of Washington Aeronautical Laboratory (UWAL). The wind tunnel test was designed to explore the relative merit of the VCCTEF concept for improved cruise efficiency through the use of low-cost aeroelastic model test techniques. The flexible wing model is a 10%-scale model of a typical transport wing and is constructed of woven fabric composites and foam core. The wing structural stiffness in bending is tailored to be half of the stiffness of a Boeing 757-era transport wing while the torsional stiffness is about the same. This stiffness reduction results in a wing tip deflection of about 10% of the wing semi-span. The VCCTEF is a multi-segment flap design having three chordwise camber segments and five spanwise flap sections for a total of 15 individual flap elements. The three chordwise camber segments can be positioned appropriately to create a desired trailing edge camber. Elastomeric material is used to cover the gaps in between the spanwise flap sections, thereby creating a continuous trailing edge. Wind tunnel data analysis conducted previously shows that the VCCTEF can achieve a drag reduction of up to 6.31% and an improvement in the lift-to-drag ratio (L=D) of up to 4.85%. A method for estimating the bending and torsional stiffnesses of the flexible wingUWAL wind tunnel model from static load test data is presented. The resulting estimation indicates that the stiffness of the flexible wing is significantly stiffer in torsion than in bending by as much as 9 to 1. The lift prediction for the flexible wing is computed by a coupled aerodynamic-structural model. The coupled model is developed by coupling a conceptual aerodynamic tool Vorlax with a finite-element model of the flexible wing via an automated geometry deformation tool. Based on the comparison of the lift curve slope, the lift prediction for the rigid wing is in good agreement with the estimated lift coefficients derived from the wind tunnel test data. Due to the movement of the VCCTEF during the wind tunnel test, uncertainty in the lift prediction due to the indicated variations of the VCCTEF deflection is studied. The results show a significant spread in the lift prediction which contradicts the consistency in the aerodynamic measurements, thus suggesting that the indicated variations as measured by the VICON system may not be reliable. The lift prediction of the flexible wing agrees very well with the measured lift curve for the baseline configuration. The computed bending deflection and wash-out twist of the flexible wing also match reasonably well with the aeroelastic deflection measurements. The results demonstrate the validity of the aerodynamic-structural tool for use to analyze aerodynamic performance of flexible wings.

Wind Tunnel↗
NASA NTRS1978

Acoustic emission testing of composite vessels under sustained loading

Acoustic emission (AE) tests have been conducted on small-diameter Kevlar 49/epoxy pressure vessels subjected to long-term sustained load-to-failure tests. Single-cycle burst tests were used as a basis for determining the test pressure in the sustained-loading tests. AE data from two vessel locations were compared. The data suggest that AE from vessel wall-mounted transducers is quite different for identical vessels subjected to the same pressure loading. AE from boss-mounted transducers yielded relatively consistent values. These values were not a function of time for vessel failure. The development of an AE test procedure for predicting the residual service life or integrity of composite vessels is discussed.

Lark, R. F.↗
NASA NTRS1969

Flaw Growth of 6Al-4V Titanium in a Freon TF Environment

The plane strain threshold stress intensity and sustained stress flaw growth rates were experimentally determined for 6AI-4V S.T.A. titanium forging and weldments in environments of Freon TF at room temperature. Sustained load tests of surface flawed specimens were conducted with the experimental approach based on linear elastic fracture mechanics. It was concluded that sustained stress flaw growth rates, in conjunction with threshold stress intensities, can be used in assessing the service life of pressure vessels.

Tiffany, C. F.↗