Search NASA⌕ Search

SEARCH · Search NASA

Results for “run-in”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

45 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1990

Tribomaterial factors in space mechanism brake performance

The asbestos/phenolic pads of Shuttle Remote Manipulator System (SRMS) brakes are unsuitable for use in long life space mechanisms because their friction decreases on extended sliding in high vacuum. Dehydration of the material and accumulation of wear debris in the conforming interface of this tribosystem induces the permanent friction changes. Other polymer and some ceramic based materials exhibit similar frictional torque behavior due to the development of minimal contact patches by the interfacial debris. In contrast, high friction occurs when other ceramics form many small contacts throughout fine debris beds. Generating this latter interfacial structure during run-in ensures that the in-vacuo friction remains stable thereafter. Such materials with low wear rates are potential candidates for friction elements in SSRMS and similar mechanisms.

Hawthorne, H. M.↗
NASA NTRS1940

Tests of Lead-bronze Bearings in the DVL Bearing-testing Machine

The lead-bronze bearings tested in the DVL machine have proven themselves very sensitive to load changes as in comparison with bearings of light metal. In order to prevent surface injuries and consequently running interruptions, the increase of the load has to be made in small steps with sufficient run-in time between steps. The absence of lead in the running surface, impurities in the alloy (especially iron) and surface irregularities (pores) decreases the load-carrying capacity of the bearing to two or three times that of the static load.

Fischer, G↗
NASA NTRS1994

Brush Seal Performance and Durability Issues Based on T-700 Engine Test Results

The integrity and performance of brush seals have been established. Severe bench and engine tests have shown high initial wear or run-in rates, material smearing at the interface, and bristle and rub-runner wear, but the brush seals did not fail. Short-duration (46 hr) experimental T-700 engine testing of the compressor discharge seal established over 1-percent engine performance gain (brush versus labyrinth). Long-term gains were established only as leakage comparisons, with the brush at least 20 percent better at controlling leakage. Long-term materials issues, such as wear and ultimately seal life, remain to be resolved. Future needs are cited for materials and analysis tools that account for heat generation, thermomechanical behavior, and tribological pairing to enable original equipment manufacturers to design high-temperature, high-surface-speed seals with confidence.

Hendricks, R. C.↗
NASA NTRS1995

Enhancement of perfluoropolyether boundary lubrication performance: I. Preliminary results

A ball bearing simulator operating under starved conditions was used to evaluate the boundary lubrication performance of a perfluoropolyether (PFPE) Krytox 143 AB. Several approaches to enhance boundary lubrication were studied. These included: (1) soluble boundary additives, (2) bearing surface modifications, (3) 'run-in' surface films, and (4) ceramic bearing components. In addition, results were compared with two non-perfluorinated liquid lubricant formulations. Based on these preliminary tests, the following tentative conclusions can be made: (1) substantial improvements in boundary lubrication performance were observed with a beta-diketone boundary additive and a tricresyl phosphate (TCP) liquid surface pretreatment; (2) the use of rough Si3N4 balls (Ra = 40 micro-in) also provided substantial improvement but with concomitant abrasive wear; (3) marginal improvements were seen with two boundary additives (a phosphine and a phosphatriazine) and a neat (100%) fluid (a carboxylic acid terminated PFPE); and surface pretreatments with a synthetic hydrocarbon, a PTFE coating, and TiC coated 440C and smooth Si3N4 balls (R(sub a) less than 1 micro-in); and (4) two non-PFPE lubricant formulations (a PAO and a synthetic hydrocarbon) yielded substantial improvements.

Jones, W. R., Jr.↗
NASA NTRS1996

Enhancement of Perfluoropolyether Boundary Lubrication Performance

A ball bearing simulator operating under starved conditions was used to perform screening tests to evaluate the boundary lubrication performance of a branched perfluoropolyether (PFPE), K-143 AB. Several approaches to enhance boundary lubrication were studied. These included: (1) soluble boundary additives, (2) bearing surface modifications, (3) 'run-in' surface films, and (4) ceramic bearing components. In addition, results were compared with two non-perfluorinated liquid lubricant formulations. Based on these tests, the following tentative conclusions can be made: (1) Substantial improvements in boundary lubrication performance were observed with a beta-diketone boundary additive and a tricresyl phosphate (TCP) liquid surface pretreatment, (2) the use of rough Si3N4 balls (R(sub a) = 40 micro-inch) also provided increases in test duration, but with concomitant abrasive wear, (3) moderate improvements were seen with two boundary additives (a phosphine and a phosphatriazine) and a neat (100%) fluid (a carboxylic acid terminated PFPE); and small improvements with surface pretreatments with synthetic hydrocarbons, a polytetrafluoroethylene (PTFE) coating, and TiC coated 440 C and smooth Si3N4 balls (R(sub a) = 1 micro-inch), and (4) two non-PFPE lubricant formulations (a polyalphaolefin (PAO) and synthetic hydrocarbon) yielded substantial improvements.

Jones, W. R., Jr.↗
NASA NTRS2004

An Experimental Investigation Into the Temperature Profile of a Compliant Foil Air Bearing

A series of tests was performed to determine the internal temperature profile in a compliant bump-type foil journal air bearing operating at room temperature under various speeds and load conditions. The temperature profile was collected by instrumenting a foil bearing with nine, type K thermocouples arranged in the center and along the bearing s edges in order to measure local temperatures and estimate thermal gradients in the axial and circumferential directions. To facilitate the measurement of maximum temperatures from viscous shearing in the air film, the thermocouples were tack welded to the backside of the bumps that were in direct contact with the top foil. The mating journal was coated with a high temperature solid lubricant that, together with the bearing, underwent high temperature start-stop cycles to produce a smooth, steady-state run-in surface. Tests were conducted at speeds from 20 to 50 krpm and loads ranging from 9 to 222 N. The results indicate that, over the conditions tested, both journal rotational speed and radial load are responsible for heat generation with speed playing a more significant role in the magnitude of the temperatures. The temperature distribution was nearly symmetric about the bearing center at 20 and 30 krpm but became slightly skewed toward one side at 40 and 50 krpm. Surprisingly, the maximum temperatures did not occur at the bearing edge where the minimum film thickness is expected but rather in the middle of the bearing where analytical investigations have predicted the air film to be much thicker. Thermal gradients were common during testing and were strongest in the axial direction from the middle of the bearing to its edges, reaching 3.78 8C/mm. The temperature profile indicated the circumferential thermal gradients were negligible.

Radil, Kevin↗
NASA NTRS2005

Offshore Breaking of Impact Tsunami: Van Dorn was Right

Tsunami generated by the impacts of asteroids and comets into the Earth s oceans are widely recognized as a potentially catastrophic hazard to the Earth s population (e.g. Chapman and Morrison 1994, Nature, 367, 33; Hills et al. 1994, in Hazards Due to Comets and Asteroids, (ed. T. Gehrels), 779; Atkinson et al. 2000, Report of the UK Task Force on Potentially Hazardous NEOs; Ward and Asphaug 2000, Icarus, 145, 64). A peculiarity of ocean impacts is the potential global effects of an impact that would otherwise be of only regional or local importance should it occur on land. This is, of course, due to the ability of waves to propagate globally, as seen by the terrible effects of the recent earthquake off the coast of Sumatra. The overall process of an impact tsunami is complex and falls into several distinct phases: 1) initial impact of the bolide into the ocean and formation of a transient cavity in the water, 2) collapse of the cavity and propagation of large waves from the impact center outward over deep water (typically several km in depth), 3) initial effects on wave amplitude as shallower water of the continental slope is reached ("wave shoaling"), possible breaking of waves in relatively shallow water (less than 100 m depth), on continental shelves, and 5) final contact of waves with the shore and their progression onto dry land ("run-up" and "run-in"). Here we report on numerical calculations (and semi-analytic theory) covering phases 3 and 4.

Korycansky, D. G.↗
NASA NTRS2004

Analysis of Droplet Size during the Ice Accumulation Phase Of Flight Testing

There are numerous hazards associated with air travel. One of the most serious dangers to the pilot and passengers safety is the result of flying into conditions which are conducive to the formation of ice on the surface of an aircraft. Being a pilot myself I am very aware of the dangers that Icing can pose and the effects it can have on an airplane. A couple of the missions of the Icing branch is to make flying safer with more research to increase our knowledge of how ice effects the aerodynamics of an airfoil, and to increase are knowledge of the weather for better forecasting. The Icing Branch uses three different tools to determine the aerodynamic affects that icing has on a wing. The Icing research tunnel is an efficient way to test various airfoils in a controlled setting. To make sure the data received from the wind tunnel is accurate the Icing branch conducts real flight tests with the DHC-6 Twin Otter. This makes sure that the methods used in the wind tunnel accurately model what happens on the actual aircraft. These two tools are also compared to the LEWICE code which is a program that models the ice shape that would be formed on an airfoil in the particular weather conditions that are input by the user. One benefit of LEWICE is that it is a lot cheaper to run than the wind tunnel or flight tests which make it a nice tool for engineers designing aircraft that don t have the money to spend on icing research. Using all three of these tools is a way to cross check the data received from one and check it against the other two. industries, but it is also looked at by weather analysts who are trying to improve forecasting methods. The best way to avoid the troubles of icing encounters is to not go into it in the first place. By looking over the flight data the analyst can determine which conditions will most likely lead to an icing encounter and then this information will aid forecasters when briefing the pilots on the weather conditions. am looking at the weather data from certain flights and analyzing the type of precipitation that the plane is flying through. During flight tests there is a probe on the bottom of the aircraft that gathers information on the size and shape of the particles that it is flying through. The data can then be viewed on a computer. After grouping the weather into certain groups we can then pick certain groups which we think should be analyzed farther. The goal is to remove all the ice particles because they do not contribute to the icing on an aircraft. We use a 2D analyzer which measures the droplet size and categorizes the drops into bins of certain sizes. We can then look at what the characteristics of the weather that we were flying through such as the temperature and dew point and compare this with the size of the drops that the 2D analyzer measured. We can then look at what type and shape of ice that formed on the wing during this time period. Having this data will help us to reproduce these conditions using LEWICE and the wind tunnel. Having consistency among the tests will make things more accurate. With respect to weather forecasting we will be able to learn which conditions can lead to icing. Better accuracy in weather reporting will lead to fewer run-ins with icing which will also lead to fewer accidents.

Miller, Eric James↗
NASA NTRSDate not supplied

Performance of MoS2 Coated Gears Exposed to Humid Air During Storage - (Study Number Two)

This work is a follow-on to a prior study on the effect of exposure to humid air on the durability of a molybdenum disulfide (MoS2) dry film lubricant on spur gears operated in vacuum, motivated by the James Webb Space Telescope (JWST) mission. In this study, MoS2 dry-lubricating films (DFLs) matching JWST specification were applied to test gears. The gear specimens were subjected to a brief run-in period in vacuum prior to their exposure to humid air, mimicking the sequence of mechanism checkout testing, exposure to air during integration, and then storage prior to launch. Test gear exposure times to humid air ranged from 1 hour to 326 days. After exposure, gear durability tests were conducted as an indication of film lifetime. MoS2 DFLs that were exposed to humid air (57% RH) exhibited reduced film durability relative to DFLs that were not exposed. On average, the exposed specimens demonstrated 75% shorter film life. The severity of the reduction in film durability did not correlate with the duration of exposure, i.e., long exposures to humid air were not more impactful to film durability than were short exposures.

MoS2↗