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At least 109 records · Page 6

Analyses of quasi-isotropic composite plates under quasi-static point loads simulating low-velocity impact phenomena

In thin composite laminates, the first level of visible damage occurs in the back face and is called back face spalling. A plate-membrane coupling model, and a finite element model to analyze the large deformation behavior of eight-ply quasi-isotropic circular composite plates under impact type point loads are developed. The back face spalling phenomenon in thin composite plates is explained by using the plate-membrane coupling model and the finite element model in conjunction with the fracture mechanics principles. The experimental results verifying these models are presented. Several conclusions concerning the deformation behavior are reached and discussed in detail.

Kelkar, A. D.

Turbomachinery incipient failure dynamic detection indicators and analysis

Tape recorded signals from case-mounted accelerometers are examined to determine the feasibility of detecting spalls on bearing balls in the liquid oxygen (LOX) pump in the Space Shuttle Main Engine (SSME). The nonperiodic nature of the spall impact on inner and outer bearing races caused traditional techniques to be unsuccessful. A technique involving statistical techniques and spectra ratios was used to review available pump test tapes.

Faby, D. R.

Thermal barrier coating life prediction model development

A methodology was established to predict thermal barrier coating life in an environment simulative of that experienced by gas turbine airfoils. Specifically, work is being conducted to determine failure modes of thermal barrier coatings in the aircraft engine environment. Analytical studies coupled with appropriate physical and mechanical property determinations are being employed to derive coating life prediction model(s) on the important failure mode(s). An initial review of experimental and flight service components indicates that the predominant mode of TBC failure involves thermomechanical spallation of the ceramic coating layer. This ceramic spallation involves the formation of a dominant crack in the ceramic coating parallel to and closely adjacent to the metal-ceramic interface. Initial results from a laboratory test program designed to study the influence of various driving forces such as temperature, thermal cycle frequency, environment, and coating thickness, on ceramic coating spalling life suggest that bond coat oxidation damage at the metal-ceramic interface contributes significantly to thermomechanical cracking in the ceramic layer. Low cycle rate furnace testing in air and in argon clearly shows a dramatic increase of spalling life in the non-oxidizing environments.

Sheffler, K. D.

Adherent Al2O3 scales formed on undoped NiCrAl alloys

Changes in the spalling behavior of Al2O3 scales formed on an undoped NiCrAl alloy are described. Two samples of Ni-15Cr-13Al (wt pct), one a control and the other sanded, were subjected to 25 oxidation cycles. It is observed that adherent scales formed on the sanded sample; however, the control sample had speckled, spalled scales. The data reveal that the adherent scales are caused by repeated removal of surface layers after each oxidation cycle. It is determined that interfacial segregation of sulfur influences spallation and sulfur removal increases bonding. The effect of moisture on scale adhesions is investigated.

Smialek, James L.

The effect of 0.1 atomic percent zirconium on the cyclic oxidation behavior of beta-NiAl for 300 hours at 1200 C

The long time effect of 0.1 at percent Zr (0.2 wt percent Zr) on the cyclic oxidation behavior of hipped beta-NiAl was studied. Oxidation testing was performed in static air at 1200 C for up to 3000 one-hour exposure cycles. Specific weight change versus time data was modeled with the COSP computer program to analyze cyclic oxidation behavior. The Zr-free stoichiometric alloy oxidized and spalled randomly to bare metal between cycles at a rate high enough to deplete Al to a low enough level that oxidation breakaway took place as nonprotective NiO replaced the alpha-Al2O3/NiAl2O4 scale as the controlling oxide. The Zr minimized this severe type of spalling maintaining the protective alpha-Al2O3 scale even out to 3000 hours for the stoichiometric alloy with no significant Al depletion. A third beta-NiAl alloy containing 0.1 at percent Zr but with 10 percent less Al than the stoichiometric alloy was also tested and showed some depletion of Al, but the protective Al2O3/NiAl2O4 was still maintained to close to 2700 hours.

Barrett, C. A.

The effect of 0.1 atomic percent zirconium on the cyclic oxidation behavior of beta-NiAl for 3000 hours at 1200 C

The long time effect of 0.1 at percent Zr (0.2 wt percent Zr) on the cyclic oxidation behavior of hipped beta-NiAl was studied. Oxidation testing was performed in static air at 1200 C for up to 3000 one-hour exposure cycles. Specific weight change versus time data was modeled with the COSP computer program to analyze cyclic oxidation behavior. The Zr-free stoichiometric alloy oxidized and spalled randomly to bare metal between cycles at a rate high enough to deplete Al to a low enough level that oxidation breakaway took place as nonprotective NiO replaced the alpha-Al203/NiAl204 scale as the controlling oxide. The Zr minimized this severe type of spalling maintaining the protective alpha-Al203 scale even out to 3000 hours for the stoichiometric alloy with no significant Al depletion. A third beta-NiAl alloy containing 0.1 at percent Zr but with 10 percent less Al than the stoichiometric alloy was also tested and showed some depletion of Al, but the protective Al203/NiAl204 was still maintained to close to 2700 hours.

Barrett, C. A.

Properties data for opening the Galileo's partially unfurled main antenna

An investigation was conducted into the friction and wear behavior of both unlubricated and dry-film-lubricated (Tiolube 460) titanium alloy (Ti-6Al-4V) in contact with an uncoated high-nickel-content superalloy (Inconel 718) both in vacuum and in air. The acquisition of friction and wear data for this sliding couple was motivated by the need for input data for the 'antenna stuck ribs model' effort to free Galileo's High Gain Antenna. The results of the investigation indicate that galling occurred in the unlubricated system in vacuum and that the coefficient of friction increased to 1.2. The abnormally high friction (1.45) was observed when relatively large wear debris clogged at the sliding interface. The coefficient of friction for the dry-film-lubricated system in vacuum is 0.04, while the value in air is 0.13. The endurance life of the dry-film lubricant is about three orders of magnitude greater in vacuum than in air. The worn surfaces of the dry-film-lubricated Ti-6Al-4V pin and Inconel 718 disk first run in humid air and then rerun in vacuum was completely different from that of the pin and disk run only in vacuum. When galling occurred in the humid-air and vacuum contact, coefficient of friction rose to 0.32 when sliding in humid air and to 1.4 when sliding in vacuum. The galling was accompanied by severe surface damage and extensive transfer of the Ti-6Al-4V to the Inconel 718, or vice versa. When spalling occurred in the dry-film-lubricated Ti-6Al-4V pin run only in vacuum, the coefficient of friction rose to 0.36 or greater. The wear damage caused by spalling can self-heal when rerun in vacuum - the coefficient of friction decreased to 0.05. The friction and wear data obtained can be used for the 'antenna stuck ribs model' effort to free Galileo's high gain antenna.

Miyoshi, Kazuhisa

Environment modelling in near Earth space: Preliminary LDEF results

Hypervelocity impacts by space debris cause not only local cratering or penetrations, but also cause large areas of damage in coated, painted or laminated surfaces. Features examined in these analyses display interesting morphological characteristics, commonly exhibiting a concentric ringed appearance. Virtually all features greater than 0.2 mm in diameter possess a spall zone in which all of the paint was removed from the aluminum surface. These spall zones vary in size from approximately 2 - 5 crater diameters. The actual craters in the aluminum substrate vary from central pits without raised rims, to morphologies more typical of craters formed in aluminum under hypervelocity laboratory conditions for the larger features. Most features also possess what is referred to as a 'shock zone' as well. These zones vary in size from approximately 1 - 20 crater diameters. In most cases, only the outer-most layer of paint was affected by this impact related phenomenon. Several impacts possess ridge-like structures encircling the area in which this outer-most paint layer was removed. In many ways, such features resemble the lunar impact basins, but on an extremely reduced scale. Overall, there were no noticeable penetrations, bulges or spallation features on the backside of the tray. On Row 12, approximately 85 degrees from the leading edge (RAM direction), there was approximately one impact per 15 cm(exp 2). On the trailing edge, there was approximately one impact per 72 cm(exp 2). Currently, craters on four aluminum experiment trays from Bay E09, directly on the leading edge are being measured and analyzed. Preliminary results have produced more than 2200 craters on approximately 1500 cm(exp 2) - or approximately 1 impact per 0.7 cm(exp 2).

Coombs, C. R.

Damage areas on selected LDEF aluminum surfaces

With the U.S. about to embark on a new space age, the effects of the space environment on a spacecraft during its mission lifetime become more relevant. Included among these potential effects are degradation and erosion due to micrometeoroid and debris impacts, atomic oxygen and ultraviolet light exposure as well as material alteration from thermal cycling, and electron and proton exposure. This paper focuses on the effects caused by micrometeoroid and debris impacts on several LDEF aluminum plates from four different bay locations: C-12, C-10, C-01, and E-09. Each plate was coated with either a white, black, or gray thermal paint. Since the plates were located at different orientations on the satellite, their responses to the hypervelocity impacts varied. Crater morphologies range from a series of craters, spall zones, domes, spaces, and rings to simple craters with little or no spall zones. In addition, each of these crater morphologies is associated with varying damage areas, which appear to be related to their respective bay locations and thus exposure angles. More than 5% of the exposed surface area examined was damaged by impact cratering and its coincident effects (i.e., spallation, delamination and blow-off). Thus, results from this analysis may be significant for mission and spacecraft planners and designers.

Coombs, Cassandra R.

Secondary impact hazard assessment

A series of light gas gun shots (4 to 7 km/sec) were performed with 5 mg nylon and aluminum projectiles to determine the size, mass, velocity, and spatial distribution of spall and ejecta from a number of graphite/epoxy targets. Similar determinations were also performed on a few aluminum targets. Target thickness and material were chosen to be representative of proposed Space Station structure. The data from these shots and other information were used to predict the hazard to Space Station elements from secondary particles resulting from impacts of micrometeoroids and orbital debris on the Space Station. This hazard was quantified as an additional flux over and above the primary micrometeoroid and orbital debris flux that must be considered in the design process. In order to simplify the calculations, eject and spall mass were assumed to scale directly with the energy of the projectile. Other scaling systems may be closer to reality. The secondary particles considered are only those particles that may impact other structure immediately after the primary impact. The addition to the orbital debris problem from these primary impacts was not addressed. Data from this study should be fed into the orbital debris model to see if Space Station secondaries make a significant contribution to orbital debris. The hazard to a Space Station element from secondary particles above and beyond the micrometeoroid and orbital debris hazard is categorized in terms of two factors: (1) the 'view factor' of the element to other Space Station structure or the geometry of placement of the element, and (2) the sensitivity to damage, stated in terms of energy. Several example cases were chosen, the Space Station module windows, windows of a Shuttle docked to the Space Station, the habitat module walls, and the photovoltaic solar cell arrays. For the examples chosen the secondary flux contributed no more than 10 percent to the total flux (primary and secondary) above a given calculated critical energy. A key assumption in these calculations is that above a certain critical energy, significant damage will be done. This is not true for all structures. Double-walled, bumpered structures are an example for which damage may be reduced as energy goes up. The critical energy assumption is probably conservative, however, in terms of secondary damage. To understand why the secondary impacts seem to, in general, contribute less than 10 percent of the flux above a given critical energy, consider the case of a meteoroid impact of a given energy on a fixed, large surface. This impact results in a variety of secondary particles, all of which have much less energy than the original impact. Conservation of energy prohibits any other situation. Thus if damage is linked to a critical energy of a particle, the primary flux will always deliver particles of much greater energy. Even if all the secondary particles impacted other Space Station structures, none would have a kinetic energy more than a fraction of the primary impact energy.

Source record

Surface Fatigue Life of High Temperature Gear Materials

Three high temperature gear materials were evaluated using spur gear surface fatigue tests. These materials were, VASCO max 350, VASCO matrix 2, and nitralloy N and were evaluated for possible use in high temperature gear applications. The fatigue life of the three high temperature gear materials were compared with the life of the standard AISI 9310 aircraft gear material. Surface fatigue tests were conducted at a lubricant inlet temperature of 321 K (120 F), a lubricant outlet temperature of 350 K (170 F), a maximum Hertz stress of 1.71 GPa (248 ksi), a speed of 10,000 rpm, and with a synthetic paraffinic lubricant. The life of the nitralloy N was approximately the same as the AISI 9310, the life of the VASCO max 350 was much less than the AISI 9310 while the life of the VASCO matrix 2 was several times the life of the AISI 9310. The VASCO max 350 also showed very low fracture toughness with approximately half of the gears failed by tooth fracture through the fatigue spall. The VASCO matrix 2 had approximately 10-percent fracture failure through the fatigue spalls indicating moderate to good fracture toughness.

Townsend, Dennis P.

Testing of electroformed deposited iridium/powder metallurgy rhenium rockets

High-temperature, oxidation-resistant chamber materials offer the thermal margin for high performance and extended lifetimes for radiation-cooled rockets. Rhenium (Re) coated with iridium (Ir) allow hours of operation at 2200 C on Earth-storable propellants. One process for manufacturing Ir/Re rocket chambers is the fabrication of Re substrates by powder metallurgy (PM) and the application of Ir coatings by using electroformed deposition (ED). ED Ir coatings, however, have been found to be porous and poorly adherent. The integrity of ED Ir coatings could be improved by densification after the electroforming process. This report summarizes the testing of two 22-N, ED Ir/PM Re rocket chambers that were subjected to post-deposition treatments in an effort to densify the Ir coating. One chamber was vacuum annealed, while the other chamber was subjected to hot isostatic pressure (HIP). The chambers were tested on gaseous oxygen/gaseous hydrogen propellants, at mixture ratios that simulated the oxidizing environments of Earth-storable propellants. ne annealed ED Ir/PM Re chamber was tested for a total of 24 firings and 4.58 hr at a mixture ratio of 4.2. After only 9 firings, the annealed ED Ir coating began to blister and spall upstream of the throat. The blistering and spalling were similar to what had been experienced with unannealed, as-deposited ED Ir coatings. The HIP ED Ir/PM Re chamber was tested for a total of 91 firings and 11.45 hr at mixture ratios of 3.2 and 4.2. The HIP ED Ir coating remained adherent to the Re substrate throughout testing; there were no visible signs of coating degradation. Metallography revealed, however, thinning of the HIP Ir coating and occasional pores in the Re layer upstream of the throat. Pinholes in the Ir coating may have provided a path for oxidation of the Re substrate at these locations. The HIP ED Ir coating proved to be more effective than vacuum annealed and as-deposited ED Ir. Further densification is still required to match the integrity of chemically vapor deposited Ir coatings. Despite this, the successful long duration testing of the HIP ED Ir chamber, in an oxidizing environment comparable to Earth-storable propellants, demonstrated the viability of this Ir/Re rocket fabrication process.

Reed, Brian D.

NSTAR Extended Life Test Discharge Chamber Flake Analysis

The Extended Life Test (ELT) of the NASA Solar Electric Propulsion Technology Readiness (NSTAR) ion thruster was concluded after 30,352 hours of operation. The ELT was conducted using the Deep Space 1 (DS1) back-up flight engine, a 30 cm diameter xenon ion thruster. Post-test inspection of the ELT engine revealed numerous contaminant flakes distributed over the bottom of the cylindrical section of the anode within the discharge chamber (DC). Extensive analyses were conducted to determine the source of the particles, which is critical to the understanding of degradation mechanisms of long life ion thruster operation. Analyses included: optical microscopy (OM) and particle length histograms, field emission scanning electron microscopy (FESEM) combined with energy dispersive spectroscopy (EDS), and atomic oxygen plasma exposure tests. Analyses of the particles indicate that the majority of the DC flakes consist of a layered structure, typically with either two or three layers. The flakes comprising two layers were typically found to have a molybdenum-rich (Mo-rich) layer on one side and a carbon-rich (C-rich) layer on the other side. The flakes comprising three layers were found to be sandwich-like structures with Mo-rich exterior layers and a C-rich interior layer. The presence of the C-rich layers indicates that these particles were produced by sputter deposition build-up on a surface external to the discharge chamber from ion sputter erosion of the graphite target in the test chamber. This contaminant layer became thick enough that particles spalled off, and then were electro-statically attracted into the ion thruster interior, where they were coated with Mo from internal sputter erosion of the screen grid and cathode components. Atomic oxygen tests provided evidence that the DC chamber flakes are composed of a significant fraction of carbon. Particle size histograms further indicated that the source of the particles was spalling of carbon flakes from downstream surfaces. Analyses of flakes taken from the downstream surface of the accelerator grid provided additional supportive information. The production of the downstream carbon flakes, and hence the potential problems associated with the flake particles in the ELT ion thruster engine is a facility induced effect and would not occur in the space environment.

deGroh, Kim K.

Oxidation Resistance and Critical Sulfur Content of Single-Crystal Superalloys

The high-temperature components of a jet turbine engine are made from nickel-base superalloys. These components must be able to withstand high stresses, fatigue, and corrosive reactions with high-temperature gases. Such oxidation resistance is associated with slow-growing Al2O3 scales that remain adherent to superalloy components after many thermal cycles. Historically, good oxidation resistance has been obtained by coating these components with Ni-Cr-Al-Y coatings, where small additions of yttrium (Y) were necessary for scale adhesion. Subsequently, it was found that the Y aids scale adhesion by preventing sulfur from segregating to the scale metal interface and thus preventing the sulfur from weakening the oxide-metal bonds. Y is a difficult element to incorporate in single-crystal superalloy castings, but it was shown in early work at the NASA Lewis Research Center that good adhesion could be obtained for low-sulfur, uncoated, singlecrystal superalloys, without Y additions. Low sulfur contents for these uncoated superalloys were achieved in the laboratory by a high-temperature hydrogen annealing process. This process allows segregation and surface cleaning of sulfur monolayers in a reducing environment. Another approach is to remove sulfur from the alloy in the melting process. The present study was designed to establish a guideline for the minimum level of desulfurization needed to achieve maximum performance. Coupons of various thicknesses of the superalloy PWA 1480 were hydrogen annealed at various times (8 to 100 hr) and temperatures (1000 to 1300 C), resulting in coupons with sulfur contents ranging from about 0.05 to 5 ppm. Cyclic oxidation tests at 1100 C were then used to assess adhesion and spalling. The weight change of one set of 20-mil (0.5-mm) samples, annealed for 20 hr at 1000, 1100, 1200, and 1300 C, is shown in the following figure. Clearly, the effect of the annealing temperature is quite dramatic in that the higher temperatures produced scales that spalled very little, whereas the lower temperatures resulted in severe weight losses comparable to those for the as-received, unannealed sample.

Smialek, James L.

Burst Pressure Failure of Titanium Tanks Damaged by Secondary Plumes from Hypervelocity Impacts on Aluminum Shields

Metallic pressure tanks used in space missions are inherently vulnerable to hypervelocity impacts from micrometeoroids and orbital debris; thereby knowledge of impact damage and its effect on the tank integrity is crucial to a spacecraft risk assessment. This paper describes tests that have been performed to assess the effects of hypervelocity impact (HVI) damage on Titanium alloy (Ti-6Al-4V) pressure vessels burst pressure and characteristics. The tests consisted of a pair of HVI impact tests on water-filled Ti-6Al-4V tanks (water being used as a surrogate to the actual propellant) and subsequent burst tests as well as a burst test on an undamaged control tank. The tanks were placed behind Aluminum (Al) shields and then each was impacted with a 7 km/s projectile. The resulting impact debris plumes partially penetrated the Ti-6Al-4V tank surfaces resulting in a distribution of craters. During the burst tests, the tank that failed at a lower burst pressure did appear to have the failure initiating at a crater site with observed spall cracks. A fracture mechanics analysis showed that the tanks failure at the impact location may have been due to a spall crack that formed upon impact of a fragmentation on the Titanium surface. This result was corroborated with a finite element analysis from calculated Von-Mises and hoop stresses.

Nahra, Henry

Oxide Scales Formed on NiTi and NiPtTi Shape Memory Alloys

Ni-49Ti and Ni-30Pt-50Ti (at.%) shape memory alloys were oxidized isothermally in air over the temperature range of 500 to 900 C. The microstructure, composition, and phase content of the scales were studied by SEM, EDS, XRD, and metallography. Extensive plan view SEM/EDS identified various features of intact or spalled scale surfaces. The outer surface of the scale was a relatively pure TiO2 rutile structure, typified by a distinct highly striated and faceted crystal morphology. Crystal size increased significantly with temperature. Spalled regions exhibited some porosity and less distinct features. More detailed information was obtained by correlation of SEM/EDS studies of 700 C/100 hr cross-sections with XRD analyses of serial or taper-polishing of plan surfaces. Overall, multiple layers exhibited graded mixtures of NiO, TiO2, NiTiO3, Ni(Ti) or Pt(Ni,Ti) metal dispersoids, Ni3Ti or Pt3Ti depletion zones, and substrate, in that order. The NiTi alloy contained a 3 at.% Fe impurity that appeared in embedded localized Fe-Ti-rich oxides, while the NiPtTi alloy contained a 2 v/o dispersion of TiC that appeared in lower layers. The oxidation kinetics of both alloys (in a previous report) indicated parabolic growth and an activation energy (250 kJ/mole) near those reported in other Ti and NiTi studies. This is generally consistent with TiO2 existing as the primary scale constituent, as described here.

Smialek, James L.

Environmental Barrier Coating (EBC) Durability Modeling; An Overview and Preliminary Analysis

A study outlining a fracture mechanics based model that is being developed to investigate crack growth and spallation of environmental barrier coating (EBC) under thermal cycling conditions is presented. A description of the current plan and a model to estimate thermal residual stresses in the coating and preliminary fracture mechanics concepts for studying crack growth in the coating are also discussed. A road map for modeling life and durability of the EBC and the results of FEA model(s) developed for predicting thermal residual stresses and the cracking behavior of the coating are generated and described. Further initial assessment and preliminary results showed that developing a comprehensive EBC life prediction model incorporating EBC cracking, degradation and spalling mechanism under stress and temperature gradients typically seen in turbine components is difficult. This is basically due to mismatch in thermal expansion difference between sub-layers of EBC as well as between EBC and substrate, diffusion of moisture and oxygen though the coating, and densification of the coating during operating conditions as well as due to foreign object damage, the EBC can also crack and spall from the substrate causing oxidation and recession and reducing the design life of the EBC coated substrate.

Abdul-Aziz, A.

Vibration Based Sun Gear Damage Detection

Seeded fault experiments were conducted on the planetary stage of an OH-58C helicopter transmission. Two vibration based methods are discussed that isolate the dynamics of the sun gear from that of the planet gears, bearings, input spiral bevel stage, and other components in and around the gearbox. Three damaged sun gears: two spalled and one cracked, serve as the focus of this current work. A non-sequential vibration separation algorithm was developed and the resulting signals analyzed. The second method uses only the time synchronously averaged data but takes advantage of the signal/source mapping required for vibration separation. Both algorithms were successful in identifying the spall damage. Sun gear damage was confirmed by the presence of sun mesh groups. The sun tooth crack condition was inconclusive.

diagnostics