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Attendant to the direct side force maneuver of a Vectored Force Fighter is the transverse acceleration imposed on the pilot. This lateral acceleration (Gy), when combind with a positive Gz stress, is a potential source of pilot tracking performance impairment. A research effort to investigate these performance decrements includes experimental as well as anaytical pilot performance modeling using the Optimal Control Model.
Pioneer Venus magnetic field and plasma wave data are examined in a particularly clear example of a plasma cloud above the Venus ionosphere. The magnetic configuration is suggestive of acceleration of the plasma cloud by magnetic tension. If the plasma is at rest at the subsolar point, it could be accelerated to approximately 90 km/sec by the observed stress at the location of the measurement. This far exceeds the escape velocity and suggests that plasma clouds do form a significant loss mechanism for the Venus ionosphere but does not necessarily indicate that the plasma cloud is detached from the ionosphere proper. The plasma cloud is accompanied by strong plasma wave activity and is significantly hotter than the ionospheric plasma encountered later on the same pass. A loss rate of the order of 2 x 10 to the 25th ions/sec is estimated during this event. The geometry suggested by these observations is one of a ridge of dense cold plasma starting in the subsolar regions and flowing over the poles of the planet. Thus, these plasma clouds may be the planetary analog of cometary tail rays.
Nonlinear viscoelastic and thermoelastic characterization procedures were applied to a rubber toughened adhesive that is commercially available as FM-300. Long time (accelerated testing) predictions on the basis of stress-time-superposition and time-temperature-superposition were compared with actual long term data. Good verification was obtained.
ISEE-1 and -2 fast plasma data of ion and electron distributions at 16 energies and 16 velocities are used to study accelerated particle flow events at the near-tail dusk magnetopause. The flows separated the plasma sheet from the magnetosheath, a situation which normally arises when the local magnetosheath and plasma sheet magnetic fields are close to being antiparallel. The flows were directed tailward at speeds up to twice those in the adjoining magnetosheath and had densities similar to those in the magnetosheath. The attendant ion and electron temperatures were between those in the magnetosheath and in the plasma sheet. The flow region closest to the magnetosheath had the highest velocity and the lowest density, and a lowered-density field line region appeared on the earthward side of the accelerated flow region. The flows had the velocity changes of a tangential stress balance and are taken as the location of field line merging near (and perhaps tailward) of the dawn-dusk terminator. Significantly fewer accelerated flows are seen in the dawn tail magnetopause, an asymmetry attributed to a seasonally dependent warping of the midtail neutral sheet or a superimposition of interplanetary magnetic field lines over the dusk magnetopause.
The Structural Dynamics Research Corporation and the NASA Lewis Research Center have been working together to develop tools and methods for the analysis of control/structure interaction problems related to the space station power systems. Flexible modes of the solar arrays below 0.1 Hz, suggest that even for relatively slow control systems, the potential for control/structure interaction exists. The emphasis of the effort has been to develop tools which couple NASTRAN's powerful capabilities in structural dynamics with EASY5's powerful capabilities in control systems analysis. One product is an interface software package called CO-ST-IN for COntrol-STructure-INteraction. CO-ST-IN acts to translate data between NASTRAN and EASY5, facilitating the analysis of complex coupled problems. Interfaces to SDRC I-DEAS and MATRIXx are also offered. Beside transferring standard modal information, CO-ST-IN implements a number of advanced methods. These include a modal ordering algorithm that helps eliminate uncontrollable or unobservable modes from the analysis, an implementation of the more accurate mode acceleration algorithm for recovery of element forces and stresses directly in EASY5 and an implementation of fixed interface modes in NASTRAN, which reduces the error in the closed-loop model due to the use of truncated mode sets.
Cardiovascular responses during a graded lower body negative pressure (LBNP) protocol were compared before and after atropine and propranolol administration to test the hypothesis that both sympathetic and parasympathetic control of cardio-acceleration are associated with syncopal predisposition to orthostatic stress in healthy subjects. Eleven men were categorized into two groups having high (HT, N = 6) or low (LT, N = 5) tolerance based on their total time before the onset of presyncopal symptoms. HT and LT groups were similar in physical characteristics, fitness, and baseline cardiovascular measurements. Atropine treatment had no effect on LBNP tolerance or mean arterial pressure at presyncope, despite an atropine-induced increase in heart rate. Propranolol treatment reduced (p<0.05) LBNP tolerance in both groups. Diminished LBNP tolerance after propranolol administration was associated with reductions in cardiac output, whereas increase in systemic peripheral resistance from baseline to presyncope was unaffected by propranolol. Reduction in cardiac output and LBNP tolerance after beta blockade reflected a chronotropic effect because lower LBNP tolerance for the HT (-50%) and LT (-39%) groups was associated with dramatic reductions (p <0.05) in the magnitude of LBNP-induced tachycardia without significant effects on stroke volume at presyncope. Absence of an atropine-induced difference in cardiac output and systemic peripheral resistance between HT and LT groups failed to support the notion that cardiac vagal withdrawal represents a predominant mechanism that could account for differences in orthostatic tolerance. Because a reduction in LBNP tolerance in both HT and LT groups after propranolol treatment was most closely associated with reduced tachycardia, the data suggest that a primary autonomically mediated mechanism for maintenance of mean arterial pressure and orthostatic tolerance in healthy subjects is beta adrenergic-induced tachycardia.
J-2X engine testing on the A-2 test stand at the NASA John C. Stennis Space Center (SSC) has recently concluded. As part of that test campaign, the engine was operated at lower power levels in support of expanding the use of J-2X to other missions. However, the A-2 diffuser was not designed for engine testing at the proposed low power levels. To evaluate the risk of damage to the diffuser, computer simulations were created of the rocket engine exhaust plume inside the 50ft long, water-cooled, altitude-simulating diffuser. The simulations predicted that low power level testing would cause the plume to oscillate in the lower sections of the diffuser. This can possibly cause excessive vibrations, stress, and heat transfer from the plume to the diffuser walls. To understand and assess the performance of the diffuser during low power level engine testing, nine accelerometers and four strain gages were installed around the outer surface of the diffuser. The added instrumentation also allowed for the verification of the rocket exhaust plume computational model. Prior to engine hot-fire testing, a diffuser water-flow test was conducted to verify the proper operation of the newly installed instrumentation. Subsequently, two J-2X engine hot-fire tests were completed. Hot-Fire Test 1 was 11.5 seconds in duration, and accelerometer and strain data verified that the rocket engine plume oscillated in the lower sections of the diffuser. The accelerometers showed very different results dependent upon location. The diffuser consists of four sections, with Section 1 being closest to the engine nozzle and Section 4 being farthest from the engine nozzle. Section 1 accelerometers showed increased amplitudes at startup and shutdown, but low amplitudes while the diffuser was started. Section 3 accelerometers showed the opposite results with near zero G amplitudes prior to and after diffuser start and peak amplitudes to +/- 100G while the diffuser was started. Hot-Fire Test 1 strain gages showed different data dependent on section. Section 1 strains were small, and were in the range of 50 to 150 microstrain, which would result in stresses from 1.45 to 4.35 ksi. The yield stress of the material, A-285 Grade C Steel, is 29.7 ksi. Section 4 strain gages showed much higher values with strains peaking at 1600 microstrain. This strain corresponds to a stress of 46.41 ksi, which is in excess of the yield stress, but below the ultimate stress of 55 to 75 ksi. The decreased accelerations and strain in Section 1, and the increased accelerations and strain in Sections 3 and 4 verified the computer simulation prediction of increased plume oscillations in the lower sections of the diffuser. Hot-Fire Test 2 ran for a duration of 125 seconds. The engine operated at a slightly higher power level than Hot-Fire Test 1 for the initial 35 seconds of the test. After 35 seconds the power level was lowered to Hot-Fire Test 1 levels. The acceleration and strain data for Hot-Fire Test 2 was similar during the initial part of the test. However, just prior to the engine being lowered to the Hot-Fire Test 1 power level, the strain gage data in Section 4 showed a large decrease to strains near zero microstrain from their peak at 1500 microstrain. Future work includes further strain and acceleration data analysis and evaluation.
One of the critical non-replaceable systems of a long-term manned orbital station is the propulsion system. Since the propulsion system operates beginning with the launch of station elements into orbit, its service life determines the service life of the station overall. Weighing almost a million pounds, the International Space Station (ISS) is about four times as large as the Russian space station Mir and about five times as large as the U.S. Skylab. Constructed over a span of more than a decade with the help of over 100 space flights, elements and modules of the ISS provide more research space than any spacecraft ever built. Originally envisaged for a service life of fifteen years, this Earth orbiting laboratory has been in orbit since 1998. Some elements that have been launched later in the assembly sequence were not yet built when the first elements were placed in orbit. Hence, some of the early modules that were launched at the inception of the program were already nearing the end of their design life when the ISS was finally ready and operational. To maximize the return on global investments on ISS, it is essential for the valuable research on ISS to continue as long as the station can be sustained safely in orbit. This paper describes the work performed to extend the service life of the ISS propulsion system. A system comprises of many components with varying failure rates. Reliability of a system is the probability that it will perform its intended function under encountered operating conditions, for a specified period of time. As we are interested in finding out how reliable a system would be in the future, reliability expressed as a function of time provides valuable insight. In a hypothetical bathtub shaped failure rate curve, the failure rate, defined as the number of failures per unit time that a currently healthy component will suffer in a given future time interval, decreases during infant-mortality period, stays nearly constant during the service life and increases at the end when the design service life ends and wear-out phase begins. However, the component failure rates do not remain constant over the entire cycle life. The failure rate depends on various factors such as design complexity, current age of the component, operating conditions, severity of environmental stress factors, etc. Development, qualification and acceptance test processes provide rigorous screening of components to weed out imperfections that might otherwise cause infant mortality failures. If sufficient samples are tested to failure, the failure time versus failure quantity can be analyzed statistically to develop a failure probability distribution function (PDF), a statistical model of the probability of failure versus time. Driven by cost and schedule constraints however, spacecraft components are generally not tested in large numbers. Uncertainties in failure rate and remaining life estimates increase when fewer units are tested. To account for this, spacecraft operators prefer to limit useful operations to a period shorter than the maximum demonstrated service life of the weakest component. Running each component to its failure to determine the maximum possible service life of a system can become overly expensive and impractical. Spacecraft operators therefore, specify the required service life and an acceptable factor of safety (FOS). The designers use these requirements to limit the life test duration. Midway through the design life, when benefits justify additional investments, supplementary life test may be performed to demonstrate the capability to safely extend the service life of the system. An innovative approach is required to evaluate the entire system, without having to go through an elaborate test program of propulsion system elements. Evaluating every component through a brute force test program would be a cost prohibitive and time consuming endeavor. ISS propulsion system components were designed and built decades ago. There are no representative ground test articles for some of the components. A 'test everything' approach would require manufacturing new test articles. The paper outlines some of the techniques used for selective testing, by way of cherry picking candidate components based on failure mode effects analysis, system level impacts, hazard analysis, etc. The type of testing required for extending the service life depends on the design and criticality of the component, failure modes and failure mechanisms, life cycle margin provided by the original certification, operational and environmental stresses encountered, etc. When specific failure mechanism being considered and the underlying relationship of that mode to the stresses provided in the test can be correlated by supporting analysis, time and effort required for conducting life extension testing can be significantly reduced. Exposure to corrosive propellants over long periods of time, for instance, lead to specific failure mechanisms in several components used in the propulsion system. Using Arrhenius model, which is tied to chemically dependent failure mechanisms such as corrosion or chemical reactions, it is possible to subject carefully selected test articles to accelerated life test. Arrhenius model reflects the proportional relationship between time to failure of a component and the exponential of the inverse of absolute temperature acting on the component. The acceleration factor is used to perform tests at higher stresses that allow direct correlation between the times to failure at a high test temperature to the temperatures to be expected in actual use. As long as the temperatures are such that new failure mechanisms are not introduced, this becomes a very useful method for testing to failure a relatively small sample of items for a much shorter amount of time. In this article, based on the example of the propulsion system of the first ISS module Zarya, theoretical approaches and practical activities of extending the service life of the propulsion system are reviewed with the goal of determining the maximum duration of its safe operation.
The application of low-amplitude, high-frequency fatigue vibrations during creep testing of two strain-aging refractory alloys (molybdenum-base TZC and tantalum-base T-111) significantly reduced the creep strength of these materials. This strength reduction caused dramatic increases in both the first stage creep strain and the second stage creep rate. The magnitude of the creep rate acceleration varied directly with both frequency and A ratio (ratio of alternating to mean stress), and also varied with temperature, being greatest in the range where the strain-aging phenomenon was most prominent. It was concluded that the creep rate acceleration resulted from a negative strain rate sensitivity which is associated with the strain aging phenomenon in these materials. (A negative rate sensitivity causes flow stress to decrease with increasing strain rate, instead of increasing as in normal materials). By combining two analytical expressions which are normally used to describe creep and strain aging behavior, an expression was developed which correctly described the influence of temperature, frequency, and A ratio on the TZC creep rate acceleration.
ReBCO high-temperature superconducting (HTS) tape is critical for achieving the high magnetic fields needed in next-generation particle accelerators. Enhancing the mechanical performance of ReBCO tape increases its critical current by reducing internal stress, especially in the superconducting layer. A finite element study examined how copper layer properties affect stress in ReBCO conductor on a round core (CORC) cables. The cable was modeled as a doubly supported beam under uniform compressive stresses."cable was modeled as a doubly supported beam under uniform load to simulate bending. A staged modeling approach from a single tape to a six-layer stack enabled validation and efficient parameter studies. Increasing the yield strength and Young s modulus of the copper layers reduced peak stress in the ReBCO layer. These results support development of improved tape stacks for high-field accelerator magnets
The realizability of Reynolds stress models in homogeneous turbulence is critically assessed from a theoretical standpoint. It is proven that a well known second-order closure formulated by Shih and Lumley using the strong realizability constraints of Schumann is, in fact, not a realizable model. The problem arises from the failure to properly satisfy the necessary positive second time derivative constraint when a principal Reynolds stress vanishes - a fatal flaw that becomes apparent when the non-analytic terms in their model are made single-valued as required on physical grounds. It is furthermore shown that the centrifugal acceleration generated by rotations of the principal axes of the Reynolds stress tensor can make the second derivative singular at the most extreme limits of realizable turbulence. This previously overlooked effect appears to make it impossible to identically satisfy the strong form of realizability in any version of the present generation of second-order closures. On the other hand, models properly formulated to satisfy the weak form of realizability - wherein states of one or two component turbulence are not accessible in finite time are found to be realizable. However, unlike the simpler and more commonly used second order closures, these models can be ill-behaved near the extreme limits of realizable turbulence due to the way that higher-degree nonlinearities are often unnecessarily introduced to satisfy realizability. Illustrative computations of homogeneous shear flows are presented to demonstrate these points which can have important implications for turbulence modeling.
Structural finite element (FE) models naturally output displacement or acceleration response data. However, they can also be used to compute stress, internal forces, and strain response. When coupled with a boundary element model (BEM) of the fluid surrounding the structure, a fully coupled analysis can be performed. Modeling a diffuse acoustic field in the BEM fluid provides an excitation like that found when the structure is placed in a reverberation chamber. Fully coupling the structural FE model to the acoustic BEM model provides a means to predict not only the acceleration response of the panel to diffuse field loading, but also the ability to predict the dynamic stress and strain response. This type of model has been available with current predictive tools, but experimental validation of the prediction of dynamic stress or strain is difficult to find. An aluminum panel was instrumented with accelerometers and strain gages and hung in a reverberation room and subjected to a diffuse acoustic field. This paper presents the comparison of the experimental and predicted results.
Flight stress effects and ACTH response in normal and labyrinth-defective subjects under simulated flight maneuvers, Coriolis acceleration, and sea motion
A group of 34 adult male chickens were chronically accelerated over an 18-week period; for the last 4 weeks the surviving animals were subjected to a 3-g field. Males of a similar weight and age were used as static controls. The objective was to evaluate the effects of an altered gravitational state on the physical properties of the tibia bone tested for torsional fracture. Of the 34 initial animals, 15 survived for the entire period and were subjected to analysis. The results suggest that the altered morphology produced by increased gravitational fields does not materially affect bone strength, at least in torsion. Decreased bone diameters were accompanied by increased cortical thickness without change in the bone resistance to torsion. The findings of increased cortical thickness with decreased bone diameter suggest reversal of the usual cellular dynamics of adult bone. Data on bone ash and density failed to reveal any substantial changes in bone mineral or organic content. Histological examination of the cortical bone did not disclose any evidence of pathology.
Currently, the major reliability characteristic of tantalum capacitors is the failure rate, which is a constant used to characterize random failures of electronic components. However, contemporary MnO2 and polymer tantalum capacitors have both infant mortality (IM) and wear-out (WO) failures. This requires assessments of the useful life of the parts that is limited by the time of inception of WO failures that can be determined using an adequate reliability model and results of highly accelerated life testing (HALT). In this presentation, a modified time dependent dielectric breakdown (TDDB) model is used to describe both IM and WO failures during HALT. Specifics of physical processes resulting in degradation and failures in polymer and MnO2 tantalum capacitors are discussed, and the increase of IM failures with the level of stress is explained. The model justifies exponential dependence of the acceleration factors on voltage and predicts higher values of the voltage acceleration constant for IM compared to WO failures.
The application of low-amplitude, high-frequency fatigue vibrations during creep testing of two strain-aging refractory alloys (molybdenum-base TZC and tantalum-base T-111) significantly reduced the creep strength of these materials. This strength reduction caused dramatic increases in both the first-stage creep strain and the second-stage creep rate. The magnitude of the creep rate acceleration varied directly with both frequency and A ratio (ratio of alternating to mean stress), and also varied with temperature, being greatest in the range where the strain-aging phenomenon was most prominent. It was concluded that the creep rate acceleration resulted from a negative strain rate sensitivity which is associated with the strain-aging phenomenon in these materials. (A negative rate sensitivity causes flow stress to decrease with increasing strain rate, instead of increasing as in normal materials.)
Reliability testing of modern tantalum capacitors shows the presence of both types, infant mortality (IM) and wearout (WO) failures. To assure reliable operation, the probability of IM failures should be reduced to below the specified level, and the time of WO inception should be greater than the required useful life of the parts at operation conditions. In this work, several types of MnO2 and polymer cathode tantalum capacitors have been tested at highly accelerated conditions to assess voltage acceleration factors, determine adequate burn-in conditions, and assess the useful life. A modified time dependent dielectric breakdown (TDDB) model has been suggested to explain both types of failure, and a physical mechanism of degradation that is based on migration and reactions of oxygen vacancies explains increase of the defect related, IM failures with the level of stress.
Solid Mechanics Fast Multipole Method based on elastic Green's function and accelerated using FFTs The code calculates the mechanical fields (stress and strain) for a heterogeneous elasto-plastic material unit cell under quasi-static conditions (no dynamic effects). The fields are calculated using a Green's function method, where the strain field is given by a discrete convolution of Green's operator with an auxiliary stress field. The convolution is calculated using the fast multipole method.