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At least 415 records · Page 23
All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

Foreign Object Damage in a Yb2Si2O7 Environmental Barrier Coating

Foreign object damage (FOD) is one of the key damage/failure modes in environmental barrier coatings (EBCs) developed for gas turbine engines. A limiting factor of EBC development is the growth of a SiO2 thermally grown oxide (TGO) layer which exacerbates spallation. While there has been extensive research on FOD in metals, ceramics, and ceramic matrix composites (CMCs), there is a limited understanding of the effects of FOD in EBC systems. Previous work studied the effects of TGO growth on FOD in NASA’s Generation II Ytterbium Disilicate EBC. Recently, it has been shown that the addition of oxide modifiers to the Ytterbium Disilicate EBC resulted in significant reduction in TGO growth. The present work will compare FOD in a modified Ytterbium Disilicate EBC to that of the baseline Ytterbium Disilicate EBC. FOD testing was conducted on both as-processed and steam cycled samples at room temperature using a 1.59mm steel ball projectile with particle velocities ranging from 50–300 m/s at a normal incidence angle. The impact damage was characterized by optical profilometry and scanning electron microscopy (SEM) of the cross-sections.

Leland Hoffman↗
NASA NTRS1973

Coated columbium thermal protection systems: An assessment of technological readiness

Evaluation and development to date show that of the coated columbium alloys FS-85 coated with R512E shows significant promise for a reusable thermal protection system (TPS) as judged by environmental resistance and the retention of mechanical properties and structural integrity of panels upon repeated reentry simulation. Production of the alloy, the coating, and full-sized TPS panels is well within current manufacturing technology. Small defects which arise from impact damage or from local coating breakdown do not appear to have serious immediate consequences in the use environment anticipated for the space shuttle orbiter TPS.

Levine, S. R.↗
NASA NTRS1973

Abrasion

Particle erosion of spacecraft surface is considered in aerospace vehicle and associated facility designs. When the speed of the spacecraft with relation to atmospheric suspended particles is high, erosion occurs even when the particles have a hardness less than the exposed surface. Surface impact damage parameters are developed for sand, dust, raindrops, snow, and hail particles at earth surface and at altitude.

Glenn E Daniels↗
NASA NTRS1974

Erosion and the gas turbine engine, part 2

Procedures for protecting aircraft engines from impact damage due to sand and dust particles are discussed. One system is to develop a filtration system to remove most of the solid particles. Another method is to design blade materials and blade protection coatings. The concepts of erosion within aircraft engines are explained. Curves are presented to show the effect of impingement angle on ductile and elastic modes of erosion. Engine sand and dust ingestion tests were conducted on T63-A-5A engines and the results are produced in graph form. The results of tests conducted in a dynamic erosion facility are analyzed.

Newhart, J. E.↗
NASA NTRS1975

Flight service evaluation of Kevlar-49/epoxy composite panels in wide-bodied commercial transport aircraft

Kevlar-49 fairing panels were inspected and found to be performing satisfactorily after two years flight service on an Eastern and an Air Canada L-1011. Six panels are on each aircraft including sandwich and solid laminate wing-body panels, and 300 F service aft engine fairings. Some of the panels were removed from the aircraft to permit inspection of inner surfaces and fastener hole conditions. Minor defects such as surface cracks due to impact damage, small delaminated areas, elongation and fraying of fastener holes, were noted. None of these defects were considered serious enough to warrant corrective action in the opinion of airline personnel. The defects are typical for the most part of defects noted on similar fiberglass parts.

Stone, R. H.↗
NASA NTRS1978

Flight service evaluation of Kevlar-49 epoxy composite panels in wide-bodied commercial transport aircraft

Kevlar-49 fairing panels, installed as flight service components on three L-1011s, were inspected after four years' service, and found to be performing satisfactorily. The Kevlar-49 components were all found to be performing satisfactorily in service with no major problems, or any condition requiring corrective action. The only defects noted were minor impact damage, and a minor degree of fastener hole fraying and elongation. These are for the most part comparable to damage noted on fiberglass fairings. A concurrent investigation was conducted on Kevlar-49/epoxy coupons exposed to an outdoor environment over a three year period at various locations providing a variety of climatic conditions. Weight changes and retention of mechanical properties were determined after one and three years exposure. A net weight loss occurred due to ultraviolet effects on the unpainted specimens. Mechanical property retentions were satisfactory with most specimens retaining well over 80% of their original value.

Stone, R. H.↗
NASA NTRS1979

Space Shuttle payload handling on the launch pad

A payload change-out room developed to provide a controlled environment and the structural platform for a payload ground handling mechanism (PGHM), which performs the actual installation or removal of the payload is described. Design efforts to develop a PGHM compatible with the free-standing launch vehicle and the payload change-out room housing are discussed. Requirements of the PGHM considered include compensation for structural deflections resulting from wind forces and the transfer of the payload weight and protection for the payload, the orbiter, and the PGHM itself against damaging impacts that could occur during such deflections.

Rado, A.↗
NASA NTRS1979

Flight service evaluation of Kevlar-49 epoxy composite panels in wide-bodied commercial transport aircraft

Kevlar-49 fairing panels, installed as flight service components on three L-1011s, were inspected after five years' service. There are six Kevlar-49 panels on each aircraft: a left-hand and right-hand set of a wing-body sandwich fairing; a solid laminate under-wing fillet panel; and a 150 C (300 F) service aft engine fairing. The fairings have accumulated a total of 40,534 hours, with one ship set having 16,091 hours service as of Feb. 11, 1979. The Kevlar-49 components were found to be performing satisfactorily in service with no major problems, or any condition requiring corrective action. The only defects noted were minor impact damage, and a minor degree of fastener hole fraying and elongation. These are for the most part comparable to damage noted on fiberglass fairings.

Stone, R. H.↗
NASA NTRS1979

Effects of boron and glass hybrid epoxy-composites on graphite-fiber release in an aircraft fire

Recent studies have shown that the benefits gained by using graphite-epoxy composite structures may not be realized without some risk. The graphite fibers are very good electrical conductors and fibers released into the environment during a fire create a possible hazard to electrical equipment. Several graphite-epoxy hybrids were exposed to a fire and simulated explosion and their graphite fiber retention characteristics were examined. Several low melting-temperature glasses which wet and clump graphite-fibers and a glass/graphite fabric which reduced impact damage were identified as promising hybridizing components to minimize graphite fiber release.

Tompkins, S. S.↗
NASA NTRS1980

Flight service evaluation of Kevlar-49 epoxy composite panels in wide-bodied commercial transport aircraft

Kevlar-49 fairing panels, installed as flight service components on three L-1011s, were inspected after 6 years' service. The Kevlar-49 components were found to be performing satisfactorily in service with no major problems, or any condition requiring corrective action. The only defects noted were minor impact damage, and a minor degree of fastener hole fraying and elongation. These are for the most part comparable to damage noted on fiberglass fairings.

Stone, R. H.↗
NASA NTRS1978

Advanced composite aileron for L-1011 transport aircraft, task 1

Structural design and maintainability criteria were established and used as a guideline for evaluating a variety of configurations and materials for each of the major subcomponents. From this array of subcomponent designs, several aileron assemblies were formulated and analyzed. The selected design is a multirib configuration with sheet skin covers mechanically fastened to channel section ribs and spars. Qualitative analysis of currently available composite material systems led to the selection of three candidate materials on which comparative structural tests were conducted to measure the effects of environment and impact damage on mechanical property retention. In addition, each system was evaluated for producibility characteristics. From these tests, Thornel 300/5208 unidirectional tape was selected for the front spar and covers, and Thornel 300 fabric/5208 was chosen for the ribs.

Griffin, C. F.↗
NASA NTRS1981

Flight service evaluation of kevlar-49 epoxy composite panels in wide-bodied commercial transport aircraft: Flight service report

Kevlar-49 fairing panels, installed as flight service components on three L-1011s, were inspected after 7 years service. There are six Kevlar-49 panels on each aircraft: a left hand and right hand set of a wing-body sandwich fairing; a slid laminate under-wing fillet panel; and a 422 K service aft engine fairing. The three L-1011s include one each in service with Eastern, Air Canada, and TWA. The fairings have accumulated a total of 52,500 hours, with one ship set having 17.700 hours service. The inspections were conducted at the airlines' major maintenance bases with the participation of Lockheed Engineering. The Kevlar-49 components were found to be performing satisfactorily in service with no major problems or any condition requiring corrective action. The only defects noted were minor impact damage and a minor degree of fastener hole fraying and elongation. These are for the most part comparable to damage noted on fiberglass fairings. The service history to date indicates that Kevlar-49 epoxy composite materials have satisfactory service characteristics for use in aircraft secondary structure.

Stone, R. H.↗