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All sourcesNASA NTRSDOE OSTI
NASA NTRS1998

Structural Similitude and Scaling Laws

Aircraft and spacecraft comprise the class of aerospace structures that require efficiency and wisdom in design, sophistication and accuracy in analysis and numerous and careful experimental evaluations of components and prototype, in order to achieve the necessary system reliability, performance and safety. Preliminary and/or concept design entails the assemblage of system mission requirements, system expected performance and identification of components and their connections as well as of manufacturing and system assembly techniques. This is accomplished through experience based on previous similar designs, and through the possible use of models to simulate the entire system characteristics. Detail design is heavily dependent on information and concepts derived from the previous steps. This information identifies critical design areas which need sophisticated analyses, and design and redesign procedures to achieve the expected component performance. This step may require several independent analysis models, which, in many instances, require component testing. The last step in the design process, before going to production, is the verification of the design. This step necessitates the production of large components and prototypes in order to test component and system analytical predictions and verify strength and performance requirements under the worst loading conditions that the system is expected to encounter in service. Clearly then, full-scale testing is in many cases necessary and always very expensive. In the aircraft industry, in addition to full-scale tests, certification and safety necessitate large component static and dynamic testing. Such tests are extremely difficult, time consuming and definitely absolutely necessary. Clearly, one should not expect that prototype testing will be totally eliminated in the aircraft industry. It is hoped, though, that we can reduce full-scale testing to a minimum. Full-scale large component testing is necessary in other industries as well, Ship building, automobile and railway car construction all rely heavily on testing. Regardless of the application, a scaled-down (by a large factor) model (scale model) which closely represents the structural behavior of the full-scale system (prototype) can prove to be an extremely beneficial tool. This possible development must be based on the existence of certain structural parameters that control the behavior of a structural system when acted upon by static and/or dynamic loads. If such structural parameters exist, a scaled-down replica can be built, which will duplicate the response of the full-scale system. The two systems are then said to be structurally similar. The term, then, that best describes this similarity is structural similitude. Similarity of systems requires that the relevant system parameters be identical and these systems be governed by a unique set of characteristic equations. Thus, if a relation or equation of variables is written for a system, it is valid for all systems which are similar to it. Each variable in a model is proportional to the corresponding variable of the prototype. This ratio, which plays an essential role in predicting the relationship between the model and its prototype, is called the scale factor.

Simitses, George J.↗
NASA NTRS1999

Design Oriented Structural Modeling for Airplane Conceptual Design Optimization

The main goal for research conducted with the support of this grant was to develop design oriented structural optimization methods for the conceptual design of airplanes. Traditionally in conceptual design airframe weight is estimated based on statistical equations developed over years of fitting airplane weight data in data bases of similar existing air- planes. Utilization of such regression equations for the design of new airplanes can be justified only if the new air-planes use structural technology similar to the technology on the airplanes in those weight data bases. If any new structural technology is to be pursued or any new unconventional configurations designed the statistical weight equations cannot be used. In such cases any structural weight estimation must be based on rigorous "physics based" structural analysis and optimization of the airframes under consideration. Work under this grant progressed to explore airframe design-oriented structural optimization techniques along two lines of research: methods based on "fast" design oriented finite element technology and methods based on equivalent plate / equivalent shell models of airframes, in which the vehicle is modelled as an assembly of plate and shell components, each simulating a lifting surface or nacelle / fuselage pieces. Since response to changes in geometry are essential in conceptual design of airplanes, as well as the capability to optimize the shape itself, research supported by this grant sought to develop efficient techniques for parametrization of airplane shape and sensitivity analysis with respect to shape design variables. Towards the end of the grant period a prototype automated structural analysis code designed to work with the NASA Aircraft Synthesis conceptual design code ACS= was delivered to NASA Ames.

Livne, Eli↗
NASA NTRS2000

Structural Design Methodology Based on Concepts of Uncertainty

In this report, an approach to damage-tolerant aircraft structural design is proposed based on the concept of an equivalent "Level of Safety" that incorporates past service experience in the design of new structures. The discrete "Level of Safety" for a single inspection event is defined as the compliment of the probability that a single flaw size larger than the critical flaw size for residual strength of the structure exists, and that the flaw will not be detected. The cumulative "Level of Safety" for the entire structure is the product of the discrete "Level of Safety" values for each flaw of each damage type present at each location in the structure. Based on the definition of "Level of Safety", a design procedure was identified and demonstrated on a composite sandwich panel for various damage types, with results showing the sensitivity of the structural sizing parameters to the relative safety of the design. The "Level of Safety" approach has broad potential application to damage-tolerant aircraft structural design with uncertainty.

Lin, K. Y.↗
NASA NTRS2000

Adjoint Techniques for Topology Optimization of Structures Under Damage Conditions

The objective of this cooperative agreement was to seek computationally efficient ways to optimize aerospace structures subject to damage tolerance criteria. Optimization was to involve sizing as well as topology optimization. The work was done in collaboration with Steve Scotti, Chauncey Wu and Joanne Walsh at the NASA Langley Research Center. Computation of constraint sensitivity is normally the most time-consuming step of an optimization procedure. The cooperative work first focused on this issue and implemented the adjoint method of sensitivity computation (Haftka and Gurdal, 1992) in an optimization code (runstream) written in Engineering Analysis Language (EAL). The method was implemented both for bar and plate elements including buckling sensitivity for the latter. Lumping of constraints was investigated as a means to reduce the computational cost. Adjoint sensitivity computation was developed and implemented for lumped stress and buckling constraints. Cost of the direct method and the adjoint method was compared for various structures with and without lumping. The results were reported in two papers (Akgun et al., 1998a and 1999). It is desirable to optimize topology of an aerospace structure subject to a large number of damage scenarios so that a damage tolerant structure is obtained. Including damage scenarios in the design procedure is critical in order to avoid large mass penalties at later stages (Haftka et al., 1983). A common method for topology optimization is that of compliance minimization (Bendsoe, 1995) which has not been used for damage tolerant design. In the present work, topology optimization is treated as a conventional problem aiming to minimize the weight subject to stress constraints. Multiple damage configurations (scenarios) are considered. Each configuration has its own structural stiffness matrix and, normally, requires factoring of the matrix and solution of the system of equations. Damage that is expected to be tolerated is local and represents a small change in the stiffness matrix compared to the baseline (undamaged) structure. The exact solution to a slightly modified set of equations can be obtained from the baseline solution economically without actually solving the modified system.. Shennan-Morrison-Woodbury (SMW) formulas are matrix update formulas that allow this (Akgun et al., 1998b). SMW formulas were therefore used here to compute adjoint displacements for sensitivity computation and structural displacements in damaged configurations.

Akgun, Mehmet A.↗
NASA NTRS1999

Optimization of Aerospace Structure Subject to Damage Tolerance Criteria

The objective of this cooperative agreement was to seek computationally efficient ways to optimize aerospace structures subject to damage tolerance criteria. Optimization was to involve sizing as well as topology optimization. The work was done in collaboration with Steve Scotti, Chauncey Wu and Joanne Walsh at the NASA Langley Research Center. Computation of constraint sensitivity is normally the most time-consuming step of an optimization procedure. The cooperative work first focused on this issue and implemented the adjoint method of sensitivity computation in an optimization code (runstream) written in Engineering Analysis Language (EAL). The method was implemented both for bar and plate elements including buckling sensitivity for the latter. Lumping of constraints was investigated as a means to reduce the computational cost. Adjoint sensitivity computation was developed and implemented for lumped stress and buckling constraints. Cost of the direct method and the adjoint method was compared for various structures with and without lumping. The results were reported in two papers. It is desirable to optimize topology of an aerospace structure subject to a large number of damage scenarios so that a damage tolerant structure is obtained. Including damage scenarios in the design procedure is critical in order to avoid large mass penalties at later stages. A common method for topology optimization is that of compliance minimization which has not been used for damage tolerant design. In the present work, topology optimization is treated as a conventional problem aiming to minimize the weight subject to stress constraints. Multiple damage configurations (scenarios) are considered. Each configuration has its own structural stiffness matrix and, normally, requires factoring of the matrix and solution of the system of equations. Damage that is expected to be tolerated is local and represents a small change in the stiffness matrix compared to the baseline (undamaged) structure. The exact solution to a slightly modified set of equations can be obtained from the baseline solution economically without actually solving the modified system. Sherrnan-Morrison-Woodbury (SMW) formulas are matrix update formulas that allow this. SMW formulas were therefore used here to compute adjoint displacements for sensitivity computation and structural displacements in damaged configurations.

Akgun, Mehmet A.↗
NASA NTRS2000

Probabilistic Multi-Scale, Multi-Level, Multi-Disciplinary Analysis and Optimization of Engine Structures

Aircraft engines are assemblies of dynamically interacting components. Engine updates to keep present aircraft flying safely and engines for new aircraft are progressively required to operate in more demanding technological and environmental requirements. Designs to effectively meet those requirements are necessarily collections of multi-scale, multi-level, multi-disciplinary analysis and optimization methods and probabilistic methods are necessary to quantify respective uncertainties. These types of methods are the only ones that can formally evaluate advanced composite designs which satisfy those progressively demanding requirements while assuring minimum cost, maximum reliability and maximum durability. Recent research activities at NASA Glenn Research Center have focused on developing multi-scale, multi-level, multidisciplinary analysis and optimization methods. Multi-scale refers to formal methods which describe complex material behavior metal or composite; multi-level refers to integration of participating disciplines to describe a structural response at the scale of interest; multidisciplinary refers to open-ended for various existing and yet to be developed discipline constructs required to formally predict/describe a structural response in engine operating environments. For example, these include but are not limited to: multi-factor models for material behavior, multi-scale composite mechanics, general purpose structural analysis, progressive structural fracture for evaluating durability and integrity, noise and acoustic fatigue, emission requirements, hot fluid mechanics, heat-transfer and probabilistic simulations. Many of these, as well as others, are encompassed in an integrated computer code identified as Engine Structures Technology Benefits Estimator (EST/BEST) or Multi-faceted/Engine Structures Optimization (MP/ESTOP). The discipline modules integrated in MP/ESTOP include: engine cycle (thermodynamics), engine weights, internal fluid mechanics, cost, mission and coupled structural/thermal, various composite property simulators and probabilistic methods to evaluate uncertainty effects (scatter ranges) in all the design parameters. The objective of the proposed paper is to briefly describe a multi-faceted design analysis and optimization capability for coupled multi-discipline engine structures optimization. Results are presented for engine and aircraft type metrics to illustrate the versatility of that capability. Results are also presented for reliability, noise and fatigue to illustrate its inclusiveness. For example, replacing metal rotors with composites reduces the engine weight by 20 percent, 15 percent noise reduction, and an order of magnitude improvement in reliability. Composite designs exist to increase fatigue life by at least two orders of magnitude compared to state-of-the-art metals.

Chamis, Christos C.↗
NASA NTRS2001

Large-Scale Flow Structure in Turbulent Nonpremixed Flames under Normal- And Low-Gravity Conditions

It is well known that buoyancy has a major influence on the flow structure of turbulent nonpremixed jet flames. Buoyancy acts by inducing baroclinic torques, which generate large-scale vortical structures that can significantly modify the flow field. Furthermore, some suggest that buoyancy can substantially influence the large-scale structure of even nominally momentum-dominated flames, since the low velocity flow outside of the flame will be more susceptible to buoyancy effects. Even subtle buoyancy effects may be important because changes in the large-scale structure affects the local entrainment and fluctuating strain rate, and hence the structure of the flame. Previous studies that have compared the structure of normal- and micro-gravity nonpremixed jet flames note that flames in microgravity are longer and wider than in normal-gravity. This trend was observed for jet flames ranging from laminar to turbulent regimes. Furthermore, imaging of the flames has shown possible evidence of helical instabilities and disturbances starting from the base of the flame in microgravity. In contrast, these characteristics were not observed in normal-gravity. The objective of the present study is to further advance our knowledge of the effects of weak levels of buoyancy on the structure of transitional and turbulent nonpremixed jet flames. In later studies we will utilize the drop tower facilities at NASA Glenn Research Center (GRC), but the preliminary work described in this paper was conducted using the 1.25-second drop tower located at the University of Texas at Austin. A more detailed description of these experiments can be found in Idicheria et al.

Clemens, N. T.↗
NASA NTRS2001

DTFM Modeling and Analysis Method for Gossamer Structures

Gossamer systems are mostly composed of support structures formed by highly flexible, long tubular elements and pre-tensioned thin-film membranes. These systems offer order-of-magnitude reductions in mass and launch volume and will revolutionize the architecture and design of space flight systems that require large in-orbit configurations and apertures. A great interest has been generated in recent years to fly gossamer systems on near-term and future space missions. Modeling and analysis requirements for gossamer structures are unique. Simulation of in-space performance issues of gossamer structures, such as inflation deployment of flexible booms, formation and effects of wrinkle in tensioned membranes, synthesis of tubular and membrane elements into a complete structural system, usually cannot be accomplished by using the general-purpose finite-element structural analysis codes. This has led to the need of structural modeling and analysis capabilities specifically suitable for gossamer structures. The Distributed Transfer Function Method (DTFM) can potentially meet this urgent need. Additional information is contained in the original extended abstract.

Fang, Hou-Fei↗
NASA NTRS2002

Cyanobacterial Community Structure In Lithifying Mats of A Yellowstone Hotspring-Implications for Precambrian Stromatolite Biocomplexity

Denaturing Gradient Gel Electrophoresis (DGGE) of partial 16S rRNA gene sequences was used to investigate the molecular biodiversity of cyanobacterial communities inhabiting various lithified morpho-structures in two hotsprings of Yellowstone National Park. These morpho-structures - flat-topped columns, columnar cones, and ridged cones - resemble ancient stromatolites, which are possibly biogenic in origin. The top, middle and bottom sections of these lithified morpho-structures, as well as surrounding non-lithified mats were analyzed to determine the vertical and spatial distribution of cyanobacterial communities. Results from DGGE indicate that the cyanobacterial community composition of lithified morpho-structures (flat-topped columns, columnar cones, and ridged cones) were largely similar in vertical distribution as well as among the morpho-structures being studied. Preliminary results indicate that the cyanobacterial communities in these lithified morpho-structures were significantly different from communities in surrounding non-lithified mats. These results provide additional support to the theory that certain Phormidium/Leptolyngbya species are involved in the morphogenesis of lithifying morpho-structures in hotsprings and may have played a role in the formation of ancient stromatolites.

Lau, Evan↗
NASA NTRS2000

Enhanced Imaging of Corrosion in Aircraft Structures with Reverse Geometry X-ray(registered tm)

The application of Reverse Geometry X-ray to the detection and characterization of corrosion in aircraft structures is presented. Reverse Geometry X-ray is a unique system that utilizes an electronically scanned x-ray source and a discrete detector for real time radiographic imaging of a structure. The scanned source system has several advantages when compared to conventional radiography. First, the discrete x-ray detector can be miniaturized and easily positioned inside a complex structure (such as an aircraft wing) enabling images of each surface of the structure to be obtained separately. Second, using a measurement configuration with multiple detectors enables the simultaneous acquisition of data from several different perspectives without moving the structure or the measurement system. This provides a means for locating the position of flaws and enhances separation of features at the surface from features inside the structure. Data is presented on aircraft specimens with corrosion in the lap joint. Advanced laminographic imaging techniques utilizing data from multiple detectors are demonstrated to be capable of separating surface features from corrosion in the lap joint and locating the corrosion in multilayer structures. Results of this technique are compared to computed tomography cross sections obtained from a microfocus x-ray tomography system. A method is presented for calibration of the detectors of the Reverse Geometry X-ray system to enable quantification of the corrosion to within 2%.

Winfree, William P.↗
NASA NTRS1996

Modeling of Sound Transmission through Shell Structures with Turbulent Boundary Layer Excitation

The turbulent boundary layer (TBL) pressure field is an important source of cabin noise during cruise of high subsonic and supersonic commercial aircraft. The broadband character of this excitation field results in an interior noise spectrum that dominates the overall sound pressure level (SPL) and speech interference metrics in the forward and midcabins of many aircraft. In the authors' previous study, sound transmission through an aircraft fuselage, modeled by two concentric cylindrical sandwich shells and excited by a TBL statistical model was investigated analytically. An assessment of point and global structural vibration levels and resulting interior noise levels was obtained for different TBL models, flight conditions and fuselage structural designs. However, due to the complication of the shell structure, the important noise transmission mechanisms were difficult to discern. Previous experience has demonstrated that a fundamental understanding of the range of modes (or wavenumbers) generated by the TBL source both in the structure and the acoustic cavity is key to the development of both active and passive control technologies. In an initial effort to provide this insight, the objective of this paper is to develop an analytical model of sound transmission through a simple unstiffened cylindrical aluminum shell excited by a TBL pressure field. The description of the turbulent pressure field is based on the Corcos formulation for the cross-spectral density (CSD) of the pressure fluctuations. The coupled shell and interior and exterior acoustic equations are solved for the structural displacement and the interior acoustic response using a Galerkin approach to obtain analytical solutions. Specifically, this study compares the real part of the normalized CSD of the TBL excitation field, the structural displacement and the interior acoustic field. Further the modal compositions of the structural and cavity response are examined and some inference of the dominant mechanism of noise transmission is made.

Tang, Yvette Y.↗
NASA NTRS2004

Small-scale Interstellar Structure Toward the Open Cluster Chi Persei; Program ID: BO29 (Cycle 2)

The primary objective of this program was to obtain FUSE observations of the interstellar H2 absorption toward six early-type stars in the core of the open star cluster Chi Persei. High resolution optical observations of the interstellar Na I absorption toward these stars and others in the core of Chi Per have revealed a rich variety of small-scale diffuse ISM structure in both the distant Perseus and more local Orion spiral arms. At the 1 arc minute angular scales typically probed by the separations of these stars, this structure corresponds to respective physical length scales of 0.6 and 0.15 pc in the Perseus and Orion arm gas. The principal scientific goal of the FUSE observations was to determine if this small-scale Na I structure toward the core of Chi Per was reflected in the abundance and/or excitation of interstellar H2. In September 2001, we obtained FUSE observations of the Chi Per stars BD +56 563, BD +56 571, BD +56 573, BD +56 574, BD +56 575, and BD +56 578 for this program. The data reveal that the Perseus arm gas exhibits significant small-scale variations in the strength of its molecular hydrogen absorption while the Orion arm H2 absorption is relatively uniform. We presented these results at the January 2003 American Astronomical Society meeting in Seattle, WA (points, Meyer, Lauroesch, Nguyen, and Friedman 2002, Bulletin of the American Astronomical Society, 34,1229). Since Na I is not a dominant ion in H I clouds, the variations detected in the Perseus arm Na I line profiles could be due to spatial differences in either the physical structure or the physical conditions in the gas. Although many of the H2 absorption profiles are too saturated or too weak to be definitive in this regard, it is clear that small-scale variations are present in H2 gas with excitation as high as the J=4 rotational level. In contrast, lower spatial resolution H I 21 cm studies of the Perseus arm gas across the face of the h and Chi Per double cluster have shown smoother, continuous variations on the larger scale. In order to investigate if the global velocity structure of H2 toward h and Chi Per more closely follows the chaotic structure seen in interstellar Na I absorption or the smoother, continuous H I structure, we have expanded our FUSE study with a Cycle 4 program (D902, PI: Points) to survey the H2 absorption toward a number of other stars across the face of the double cluster. We have obtained FUSE spectra of 14 additional h and Chi Per stars through this program and are now combining all of the data into a comprehensive study that will be submitted for publication next year.

Meyer, David M.↗
NASA NTRS1997

High resolution magnetic resonance imaging of the calcaneus: age-related changes in trabecular structure and comparison with dual X-ray absorptiometry measurements

A high-resolution magnetic resonance imaging (MRI) protocol, together with specialized image processing techniques, was applied to the quantitative measurement of age-related changes in calcaneal trabecular structure. The reproducibility of the technique was assessed and the annual rates of change for several trabecular structure parameters were measured. The MR-derived trabecular parameters were compared with calcaneal bone mineral density (BMD), measured by dual X-ray absorptiometry (DXA) in the same subjects. Sagittal MR images were acquired at 1.5 T in 23 healthy women (mean age: 49.3 +/- 16.6 [SD]), using a three-dimensional gradient echo sequence. Image analysis procedures included internal gray-scale calibration, bone and marrow segmentation, and run-length methods. Three trabecular structure parameters, apparent bone volume (ABV/TV), intercept thickness (I.Th), and intercept separation (I.Sp) were calculated from the MR images. The short- and long-term precision errors (mean %CV) of these measured parameters were in the ranges 1-2% and 3-6%, respectively. Linear regression of the trabecular structure parameters vs. age showed significant correlation: ABV/TV (r2 = 33.7%, P < 0.0037), I.Th (r2 = 26.6%, P < 0.0118), I.Sp (r2 = 28.9%, P < 0.0081). These trends with age were also expressed as annual rates of change: ABV/TV (-0.52%/year), I.Th (-0.33%/year), and I.Sp (0.59%/year). Linear regression analysis also showed significant correlation between the MR-derived trabecular structure parameters and calcaneal BMD values. Although a larger group of subjects is needed to better define the age-related changes in trabecular structure parameters and their relation to BMD, these preliminary results demonstrate that high-resolution MRI may potentially be useful for the quantitative assessment of trabecular structure.

NASA Discipline Number 26-10↗
NASA NTRS2005

Lightning Contribution to Improvement of Passive Microwave Vertical Structure and Rainfall Estimation

Joint observations from the TRMM mission are used to examine the contribution which lightning observations can make towards estimation of vertical structure and rainfall from passive microwave data. Passive microwave (TMI) observations are binned into distinct vertical structure categories based on cluster analysis of radar (PR) vertical profiles and convective/stratiform (C/S) classifiers. TMI rain estimates are high-biased relative to radar for stratiform and mixed convective/stratiform vertical structures and low-biased relative to radar for convective structures. Significant ambiguity exists in the TMI brightness temperature space between midlevel stratiform and convective profile types which are primary contributors to tropical rainfall. The ambiguity is worst for convective profile types with radar echo tops within and just above the mixed-phase region. The ability of TMI data (including all low and high frequency polarized brightness temperatures; 19V, 19H, 21V, 37V, 37H, 85V, 85H) to predict vertical structure is assessed. The incremental benefit of including TMI convective/stratiform (C/S) classifiers (both 85 GHz polarization and 19, 37 and 85 GHz texture-based) and LZS lightning observations is then considered. The use of all parameters (brightness temperatures, TMI C/S classifiers, lightning data, predicted vertical structure) to reduce TMI/PR rainfall estimate scatter is demonstrated. For both vertical structure and rainfall estimation, inclusion of C/S classifiers and lightning observations provide statistical skill improvements but do not completely alleviate critical midlevel profile C/S ambiguity and related rain estimate errors.

Boccippio, Dennis↗
NASA NTRS2005

Autonomous Assembly of Modular Structures in Space and on Extraterrestrial Locations

The fulfillment of the new US. National Vision for Space Exploration requires many new enabling technologies to accomplish the goal of utilizing space for commercial activities and for returning humans to the moon and extraterrestrial environments. Traditionally, flight structures are manufactured as complete systems and require humans to complete the integration and assembly in orbit. These structures are bulky and require the use of heavy launch vehicles to send the units to the desired location, e.g. International Space Station (ISS). This method requires a high degree of safety, numerous space walks and significant cost for the humans to perform the assembly in orbit. For example, for assembly and maintenance of the ISS, 52 Extravehicular Activities (EVA's) have been performed so far with a total EVA time of approximately 322 hours. Sixteen (16) shuttle flights haw been to the ISS to perform these activities with an approximate cost of $450M per mission. For future space missions, costs have to be reduced to reasonably achieve the exploration goals. One concept that has been proposed is the autonomous assembly of space structures. This concept is an affordable, reliable solution to in-space and extraterrestrial assembly operations. Assembly is autonomously performed when two components containing onboard electronics join after recognizing that the joint is appropriate and in the precise position and orientation required for assembly. The mechanism only activates when the specifications are correct and m a nominal range. After assembly, local sensors and electronics monitor the integrity of the joint for feedback to a master controller. To achieve this concept will require a shift in the methods for designing space structures. In addition, innovative techniques will be required to perform the assembly autonomously. Monitoring of the assembled joint will be necessary for safety and structural integrity. If a very large structure is to be assembled in orbit, then the number of integrity sensors will be significant. Thus simple, low cost sensors are integral to the success of this concept. This paper will address these issues and will propose a novel concept for assembling space structures autonomously. The paper will present Several autonomous assembly methods. Core technologies required to achieve in space assembly will be discussed and novel techniques for communicating, sensing, docking and assembly will be detailed. These core technologies are critical to the goal of utilizing space in a cost efficient and safe manner. Finally, these technologies can also be applied to other systems both on earth and extraterrestrial environments.

Alhorn, Dean C.↗
NASA NTRS2005

Utilization of the Building-Block Approach in Structural Mechanics Research

In the last 20 years NASA has worked in collaboration with industry to develop enabling technologies needed to make aircraft safer and more affordable, extend their lifetime, improve their reliability, better understand their behavior, and reduce their weight. To support these efforts, research programs starting with ideas and culminating in full-scale structural testing were conducted at the NASA Langley Research Center. Each program contained development efforts that (a) started with selecting the material system and manufacturing approach; (b) moved on to experimentation and analysis of small samples to characterize the system and quantify behavior in the presence of defects like damage and imperfections; (c) progressed on to examining larger structures to examine buckling behavior, combined loadings, and built-up structures; and (d) finally moved to complicated subcomponents and full-scale components. Each step along the way was supported by detailed analysis, including tool development, to prove that the behavior of these structures was well-understood and predictable. This approach for developing technology became known as the "building-block" approach. In the Advanced Composites Technology Program and the High Speed Research Program the building-block approach was used to develop a true understanding of the response of the structures involved through experimentation and analysis. The philosophy that if the structural response couldn't be accurately predicted, it wasn't really understood, was critical to the progression of these programs. To this end, analytical techniques including closed-form and finite elements were employed and experimentation used to verify assumptions at each step along the way. This paper presents a discussion of the utilization of the building-block approach described previously in structural mechanics research and development programs at NASA Langley Research Center. Specific examples that illustrate the use of this approach are included from recent research and development programs for both subsonic and supersonic transports.

Rouse, Marshall↗
NASA NTRS2004

High Electron Mobility Transistor Structures on Sapphire Substrates Using CMOS Compatible Processing Techniques

System-on-a-chip (SOC) processes are under intense development for high-speed, high frequency transceiver circuitry. As frequencies, data rates, and circuit complexity increases, the need for substrates that enable high-speed analog operation, low-power digital circuitry, and excellent isolation between devices becomes increasingly critical. SiGe/Si modulation doped field effect transistors (MODFETs) with high carrier mobilities are currently under development to meet the active RF device needs. However, as the substrate normally used is Si, the low-to-modest substrate resistivity causes large losses in the passive elements required for a complete high frequency circuit. These losses are projected to become increasingly troublesome as device frequencies progress to the Ku-band (12 - 18 GHz) and beyond. Sapphire is an excellent substrate for high frequency SOC designs because it supports excellent both active and passive RF device performance, as well as low-power digital operations. We are developing high electron mobility SiGe/Si transistor structures on r-plane sapphire, using either in-situ grown n-MODFET structures or ion-implanted high electron mobility transistor (HEMT) structures. Advantages of the MODFET structures include high electron mobilities at all temperatures (relative to ion-implanted HEMT structures), with mobility continuously improving to cryogenic temperatures. We have measured electron mobilities over 1,200 and 13,000 sq cm/V-sec at room temperature and 0.25 K, respectively in MODFET structures. The electron carrier densities were 1.6 and 1.33 x 10(exp 12)/sq cm at room and liquid helium temperature, respectively, denoting excellent carrier confinement. Using this technique, we have observed electron mobilities as high as 900 sq cm/V-sec at room temperature at a carrier density of 1.3 x 10(exp 12)/sq cm. The temperature dependence of mobility for both the MODFET and HEMT structures provides insights into the mechanisms that allow for enhanced electron mobility as well as the processes that limit mobility, and will be presented.

Mueller, Carl↗
NASA NTRS2003

Understanding of the Dynamics of the Stirling Convertor Advanced by Structural Testing

The NASA Glenn Research Center, the U.S. Department of Energy, and the Stirling Technology Company (STC) are developing a highly efficient, long-life, free-piston Stirling convertor for use as an advanced spacecraft power system for future NASA missions, including deep-space and Mars surface applications. As part of this development, four structural dynamic test programs were recently performed on Stirling Technology Demonstration Convertors (TDC's) that were designed and built by STC under contract to the Department of Energy. This testing was performed in Glenn's Structural Dynamics Laboratory and Microgravity Emissions Laboratory. The first test program, in November and December 1999, demonstrated that the Stirling TDC could withstand the harsh random vibration experienced during a typical spacecraft launch and survive with no structural damage or functional power performance degradation. This was a critical step in enabling the use of Stirling convertors for future spacecraft power systems. The most severe test was a 12.3grms random vibration test, with test durations of 3 min per axis. The random vibration test levels were chosen to simulate, with margin, the maximum anticipated launch vibration conditions. The Microgravity Emissions Laboratory is typically used to measure the dynamics produced by operating space experiments and the resulting impact to the International Space Station's microgravity environment. For the second Stirling dynamic test program, performed in January 2001, the Microgravity Emissions Laboratory was used to characterize the structure-borne disturbances produced by the normal operation of a pair of Stirling convertors. The forces and moments produced by the normal operation of a Stirling system must be recognized and controlled, if necessary, so that other nearby spacecraft components, such as cameras, are not adversely affected. The Stirling convertor pair emitted relatively benign tonal forces at its operational frequency and associated harmonics. Therefore, Stirling power systems will not disturb spacecraft science experiments if minimal appropriate mounting efforts are made. The third test program, performed in February and May 2001, resulted in a modal characterization of a Stirling convertor. Since the deflection of the TDC piston rod, under vibration excitation, was of particular interest, the outer pressure shell was removed to allow access to the rod. Through this testing, the Stirling TDC's natural frequencies and modes were identified. This knowledge advanced our understanding of the successful 1999 vibration test and may be utilized to optimize the output power of future Stirling designs. The fourth test program, in April 2001, was conducted to characterize the structural response of a pair of Stirling convertors, as a function of their mounting interface stiffness. The test results provide guidance for the Stirling power package interface design. Properly designed, the interface may lead to increased structural capability and power performance beyond what was demonstrated in the successful 1999 vibration test. Dynamic testing performed to date at Glenn has shown that the Stirling convertors can withstand liftoff random vibration environments and meet "good neighbor" vibratory emission requirements. Furthermore, the future utilization of the information obtained during the tests will allow the corporation selected to be the Stirling system integrator to optimize their convertor and system interfaces designs. Glenn's Thermo-Mechanical Systems Branch provides Stirling technology expertise under a Space Act Agreement with the Department of Energy. Additional vibration testing by Glenn's Structural Systems Dynamics Branch is planned to continue to demonstrate the Stirling power system's vibration capability as its technology and flight system designs progress.

Hughes, William O.↗