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60 records · Page 4

Critical Initial Flaw Size Analysis

An independent assessment was conducted to determine the critical initial flaw size (CIFS) for the flange-to-skin weld in the Ares I-X Upper Stage Simulator (USS). The USS consists of several "tuna can" segments that are approximately 216 inches in diameter, 115 inches tall, and 0.5 inches thick. A 6 inch wide by 1 inch thick flange is welded to the skin and is used to fasten adjacent tuna cans. A schematic of a "tuna can" and the location of the flange-to-skin weld are shown in Figure 1. Gussets (shown in yellow in Figure 1) are welded to the skin and flange every 10 degrees around the circumference of the "tuna can". The flange-to-skin weld is a flux core butt weld with a fillet weld on the inside surface, as illustrated in Figure 2. The welding process may create loss of fusion defects in the weld that could develop into fatigue cracks and jeopardize the structural integrity of the Ares I-X vehicle. The CIFS analysis was conducted to determine the largest crack in the weld region that will not grow to failure within 4 lifetimes, as specified by NASA standard 5001 & 5019 [1].

Dawicke, David S.↗

Ultrasonic Nondestructive Evaluation of Pultruded Rod Stitched Efficient Unitized Structure (PRSEUS) During Large-Scale Load Testing and Rod Push-Out Testing

The Pultruded Rod Stitched Efficient Unitized Structure (PRSEUS) is a structural concept developed by the Boeing Company to address the complex structural design aspects associated with a pressurized hybrid wing body (HWB) aircraft configuration. The HWB has long been a focus of NASA's environmentally responsible aviation (ERA) project, following a building block approach to structures development, culminating with the testing of a nearly full-scale multi-bay box (MBB), representing a segment of the pressurized, non-circular fuselage portion of the HWB. PRSEUS is an integral structural concept wherein skins, frames, stringers and tear straps made of variable number of layers of dry warp-knit carbon-fiber stacks are stitched together, then resin-infused and cured in an out-of-autoclave process. The PRSEUS concept has the potential for reducing the weight and cost and increasing the structural efficiency of transport aircraft structures. A key feature of PRSEUS is the damage-arresting nature of the stitches, which enables the use of fail-safe design principles. During the load testing of the MBB, ultrasonic nondestructive evaluation (NDE) was used to monitor several sites of intentional barely-visible impact damage (BVID) as well as to survey the areas surrounding the failure cracks after final loading to catastrophic failure. The damage-arresting ability of PRSEUS was confirmed by the results of NDE. In parallel with the large-scale structural testing of the MBB, mechanical tests were conducted of the PRSEUS rod-to-overwrap bonds, as measured by pushing the rod axially from a short length of stringer.

Johnston, Patrick H.↗

Design of a Borescope for Extravehicular Non-Destructive Applications

Anomalies such as corrosion, structural damage, misalignment, cracking, stress fiactures, pitting, or wear can be detected and monitored by the aid of a borescope. A borescope requires a source of light for proper operation. Today s current lighting technology market consists of incandescent lamps, fluorescent lamps and other types of electric arc and electric discharge vapor lamp. Recent advances in LED technology have made LEDs viable for a number of applications, including vehicle stoplights, traffic lights, machine-vision-inspection, illumination, and street signs. LEDs promise significant reduction in power consumption compared to other sources of light. This project focused on comparing images taken by the Olympus IPLEX, using two different light sources. One of the sources is the 50-W internal metal halide lamp and the other is a 1 W LED placed at the tip of the insertion tube. Images acquired using these two light sources were quantitatively compared using their histogram, intensity profile along a line segment, and edge detection. Also, images were qualitatively compared using image registration and transformation [l]. The gray-level histogram, edge detection, image profile and image registration do not offer conclusive results. The LED light source, however, produces good images for visual inspection by an operator. Analysis using pattern recognition using Eigenfaces and Gaussian Pyramid in face recognition may be more useful.

Bachnak, Rafic↗

Secondary Fragmentation of Comet Shoemaker-Levy 9 and the Ramifications for the Progenitor's Breakup in July 1992

Comprehensive analysis of discrete events of secondary fragmentation leads to a conceptually new understanding of the process of disintegration of comet Shoemaker-Levy 9. We submit that the jovian tidal forces inflicted extensive cracks throughout the interior of the original nucleus but did not split it apart. The initial disruption was apparently accomplished by stresses exerted on the cracked object by its fast rotation during the early post-perijove period of time. We argue that this disruption was in fact a rapid sequence of episodes during July 1992 that gave birth to the 12 on-train, or primary, fragments: A, C, D, E, G, H, K, L, Q (later Q(sub 1)), R, S, and W. The discrete events of secondary fragmentation, which gave birth to the off-train fragments, are understood in this scenario as stochastic manifestations of the continuing process of progressive disintegration. Of the 13 off-train fragments considered, nine were secondary--B, F, G(sub 2), M, N, P (later P(sub 2) or P(sub 2a)), Q(sub 2), U, and V--and four tertiary (J, P(sub 1), P(sub 2b), and T). The separation parameters of 11 off-train fragments were determined. The vectorial distribution of separation velocities of these fragments shows a strong concentration toward a great circle, unquestionably an effect of the approximately conserved angular momentum of the progenitor comet since the time of its initial disruption. Also apparent is their clumping (except for P(sub 1)) to a segment along the great circle, implying that the fragments were consistently released from one side of their parents, thus explaining for the first time why the off-train fragments preferentially appeared on one side of the nuclear train. In order to obtain a consistent solution, our model requires that the points of separation be on the antisolar side of the parent fragments, where thermal stresses are likely to enhance the effect of rotation. The episodes of secondary fragmentation are found to have nine months after the close encounter with Jupiter in early July 1992, and the separation velocities ranged between 0.36 and 1.7 m/s. The spin-axis position is determined to have been nearly in the jovicentric orbit plane, which rules out the Asphaug-Benz-Solem strengthless aggregate model as a plausible breakup hypothesis. Since the separation velocities are rotational in nature, they cannot substantially exceed the critical limit for centrifugal breakup and offer an estimate for the original nuclear dimensions. The comet's nucleus is found to have been approximately 10 km in diameter and spinning rapidly. With the exception of P(sub 1) and apparently also P(sub 2) and F, no nongravitational deceleration was detected in the motions of the off-train fragments. Serious doubts are cast on continuing appreciable activity of any of these fragments. Indeed, when it was necessary to introduce a deceleration into the equations of motion, the effect appears to have been due to the action of solar radiation pressure on the centroid of centimeter-sized particulates in the disintegrating condensations.

Sekanina, Z.↗

Extending ISS Life Beyond 2030

The United States On-orbit Segment (USOS) of the International Space Station (ISS) was designed to meet a 15-year on-orbit life. Since the first hardware was launched in late 1998, the ISS would have reached its end of life in 2013. With the realization that the ISS would be needed well into the next decade, and beyond, a multi-disciplinary effort was undertaken to extend the ISS’ life through 2028 and to show that further extension to 2040 and beyond is not only feasible but achievable. Currently, NASA and the ISS international partners have agreed to extend its operations through 2030. This collaborative effort ensures that the ISS will continue to serve as a hub for scientific research, international cooperation, and educational endeavors for the next decade. Maintaining a continuous human presence in Low Earth Orbit (LEO) is desirable for testing new LEO, lunar, and deep-space technologies; conducting scientific research in micro-gravity for the benefit of life on Earth; and enabling a seamless transition of capabilities to one or more commercially owned and operated destinations. This paper provides an overview of the ISS life extension project with a particular focus on the analytical approach used to assess the primary structure. This analytical approach includes future operations planning, critical location screening, on-orbit dynamic load simulation, on-orbit optical property degradation studies, on-orbit thermal analyses, spectra generation, crack model idealization, fracture analyses, and post processing. Structural life results and identification of the most critical on-orbit events are presented. Also addressed are life extension approaches for other affected sub-systems, including: 1. Secondary Structure. 2. Materials. Evaluations consider environmental exposure to atomic oxygen, ionizing and gamma radiation, fluids, etc. Life limited materials, wear, and usage effects are also considered. 3. Environmental Control and Life Support Systems, including oxygen supply and generation, water recovery and management, and regenerative hardware. Evaluations are performed to determine which hardware can be run to failure and which are assessed for life extension. 4. Electrical power system. ISS is powered by eight channels of solar arrays and an electrical energy storage system providing 357 kWh power. Power generation and balance analyses are performed considering hardware degradation and increasing power demand. 5. Logistics and maintenance. Analyses are performed to determine critical spares required to maintain functionality. Consideration is given to supply chain health, obsolescence issues, onboard stowage availability, and up-mass capability. The successful life extension results have built confidence to safely operate, maintain and enhance the ISS well beyond the current decade. Extending the operational life of the ISS maintains an international presence in LEO and serves to avoid a gap in capability necessary to fulfill the exploration and research needs of NASA, international partners, and industry without interruption until a commercial space station is operational.

design life↗

High-Frequency Testing of Composite Fan Vanes With Erosion-Resistant Coating Conducted

The mechanical integrity of hard, erosion-resistant coatings were tested using the Structural Dynamics Laboratory at the NASA Glenn Research Center. Under the guidance of Structural Mechanics and Dynamics Branch personnel, fixturing and test procedures were developed at Glenn to simulate engine vibratory conditions on coated polymer-matrix- composite bypass vanes using a slip table in the Structural Dynamics Laboratory. Results from the high-frequency mechanical bench testing, along with concurrent erosion testing of coupons and vanes, provided sufficient confidence to engine-endurance test similarly coated vane segments. The knowledge gained from this program will be applied to the development of oxidation- and erosion-resistant coatings for polymer matrix composite blades and vanes in future advanced turbine engines. Fan bypass vanes from the AE3007 (Rolls Royce America, Indianapolis, IN) gas turbine engine were coated by Engelhard (Windsor, CT) with compliant bond coatings and hard ceramic coatings. The coatings were developed collaboratively by Glenn and Allison Advanced Development Corporation (AADC)/Rolls Royce America through research sponsored by the High-Temperature Engine Materials Technology Project (HITEMP) and the Higher Operating Temperature Propulsion Components (HOTPC) project. High-cycle fatigue was performed through high-frequency vibratory testing on a shaker table. Vane resonant frequency modes were surveyed from 50 to 3000 Hz at input loads from 1g to 55g on both uncoated production vanes and vanes with the erosion-resistant coating. Vanes were instrumented with both lightweight accelerometers and strain gauges to establish resonance, mode shape, and strain amplitudes. Two high-frequency dwell conditions were chosen to excite two strain levels: one approaching the vane's maximum allowable design strain and another near the expected maximum strain during engine operation. Six specimens were tested per dwell condition. Pretest and posttest inspections were performed optically at up to 60 magnification and using a fluorescent-dye penetrant. Accumulation of 10 million cycles at a strain amplitude of two to three times that expected in the engine (approximately 670 Hz and 20g) led to the development of multiple cracks in the coating that were only detectable using fluorescent-dye penetrant inspection. Cracks were prevalent on the trailing edge and on the convex side of the midsection. No cracking or spalling was evident using standard optical inspection at up to 60 magnification. Further inspection may reveal whether these fine cracks penetrated the coating or were strictly on the surface. The dwell condition that simulated actual engine conditions produced no obvious surface flaws even after up to 80 million cycles had been accumulated at strain amplitudes produced at approximately 1500 Hz and 45g.

Bowman, Cheryl L.↗