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At least 19 records

Using Cost-Effectiveness Tests to Design CHP Incentive Programs

This paper examines the structure of cost-effectiveness tests to illustrate how they can accurately reflect the costs and benefits of CHP systems. This paper begins with a general background discussion on cost-effectiveness analysis of DER and then describes how cost-effectiveness tests can be applied to CHP. Cost-effectiveness results are then calculated and analyzed for CHP projects in five states: Arkansas, Colorado, Iowa, Maryland, and North Carolina. Based on the results obtained for these five states, this paper offers four considerations to inform regulators in the application of cost-effectiveness tests in developing CHP programs.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Nineteenth Space Simulation Conference Cost Effective Testing for the 21st Century

The Nineteenth Space Simulation Conference was hosted by the Institute of Environmental Sciences (IES) and was supported by the American Institute of Aeronautics and Astronautics (AIAA), the American Society for Testing and Materials (ASTM), the National Aeronautics and Space Administration (NASA), and the Canadian Space Agency (CSA). These proceedings attest to the scope of the conference; papers were presented on topics as diverse as shuttle payload contamination effects, simulating Martian environment for testing, to state-of-the-art 6-axis hydraulic shaker testing system. A good cross section of the international aerospace community took advantage of the opportunity to get together, to share their experiences, and to participate in the technical sessions. The two invited keynote speakers were Lieutenant General Malcolm O'Neill (USA, Ret.), past Director of BMDO, and Mr. Thomas Coughlin, Space Programs Manager at the Johns Hopkins University Applied Physics Laboratory. Their most informative and thought provoking talks were on cost effective testing approaches in Defense Department programs for the 21st Century and what part testing plays in the faster, better, cheaper approach for the NEAR and APL programs, respectively. The preceding tutorial and the tour of the Garber Facility of the Air and Space Museum rounded out a comprehensive conference contributing to the knowledge base vital to cost effective testing for successful missions into the 21st Century.

Stecher, Joseph L., III↗

The optimum cost-effective test time for redundant systems with specified reliability and confidence

This paper investigates the optimum test time to determine the number of redundant units needed to achieve high reliability with high confidence. Newly designed systems often have high initial failure rates which can be reduced by testing to find failure modes and remove them by redesign. To accurately estimate the required number of redundant units, the test time must be extended to accurately determine the failure rate. If the measured failure rate is used, there is a 50% chance that the actual hardware failure rate is higher. Using the measured failure rate gives only a 50% confidence that the failure rate and number of spares are not too low. After the test, given the measured failure rate and the desired reliability, the number of spares can be determined and the confidence in the reliability computed. Instead of accepting the reliability results of a fixed duration test, it is possible to set the requirements for both the redundant reliability and the confidence level and then compute the test time needed to minimize the total cost required to achieve these requirements. The confidence that the redundant reliability is not too low is increased by using a higher than measured failure rate to increase the number of spares. The higher number of spares increases cost. Longer test time reduces the variance in the failure rate and the increase in the number of spares, so that test cost increases and spares cost decreases. The total cost is the sum of the cost of the test time and the spares. The optimum test time produces the minimum total cost for the system failure rate, mission length, and required reliability and confidence level. Longer testing is justified by reduced cost. Some examples are given.

Harry W Jones↗

Cost-effective test methods for Shuttle payloads

Techniques are discussed for deriving constrained vibration mode shapes for Space Shuttle payloads using unconstrained or free-boundary dynamic properties. Application of the residual flexibility method requires measurement of a set of free-boundary modes plus the residual flexibility of the payload-to-orbiter interfaces. The mass-additive approach involves the measurement of unconstrained modes and frequencies of a payload with large masses attached to the interfaces. In either case, the orbiter interfaces of the test-verified payload model are analytically constrained to provide the mode shapes for the Shuttle-constrained configuration. Use of these methods or a hybrid combination of them for structures to which they are applicable allows the difficult and expense associated with development and verification of fixed-base test fixtures to be avoided.

Tinker, Michael L.↗

Cost-effective test methods for Shuttle payloads

Techniques are discussed for deriving constrained vibration mode shapes for space shuttle payloads using unconstrained or free-boundary dynamic properties. Application of the residual flexibility method requires measurement of a set of free boundary modes plus the residual flexibility of the payload-to-orbiter interfaces. The mass-additive approach involves the measurement of unconstrained modes and frequencies of a payload with large masses attached to the interfaces. In either case, the orbiter interfaces of the test-verified payload model are analytically constrained to provide the mode shapes for the shuttle-constrained configuration. Use of these methods or a hybrid combination of them for structures to which they are applicable allows the difficulty and expense associated with development and verification of fixed-base test fixtures to be avoided.

Tinker, Michael L.↗

Characteristics of a cost-effective blood test for colorectal cancer screening

Background: Blood-based biomarker tests can potentially change the landscape of colorectal cancer (CRC) screening. We characterize the conditions under which blood test screening would be as effective and cost-effective as annual fecal immunochemical testing or decennial colonoscopy. Methods: We used the 3 Cancer Information and Surveillance Modeling Network–Colon models to compare scenarios of no screening, annual fecal immunochemical testing, decennial colonoscopy, and a blood test meeting Centers for Medicare & Medicaid (CMS) coverage criteria (74% CRC sensitivity and 90% specificity). We varied the sensitivity to detect CRC (74%-92%), advanced adenomas (10%-50%), screening interval (1-3 years), and test cost ($25-$500). Primary outcomes included quality-adjusted life-years (QALY) gained from screening and costs for a US average-risk cohort of individuals aged 45 years. Results: Annual fecal immunochemical testing yielded 125-163 QALY gained per 1000 at a cost of 3811-5384 dollars per person, whereas colonoscopy yielded 132-177 QALY gained at a cost of 5375-7031 dollars per person. A blood test with 92% CRC sensitivity and 50% advanced adenoma sensitivity yielded 117-162 QALY gained if used every 3 years and 133-173 QALY gained if used every year but would not be cost-effective if priced above $$125 per test. If used every 3 years, a $500 blood test only meeting CMS coverage criteria yielded 83-116 QALY gained at a cost of $8559-$9413 per person. Conclusion: Blood tests that only meet CMS coverage requirements should not be recommended to patients who would otherwise undergo screening by colonoscopy or fecal immunochemical testing because of lower benefit. Blood tests need higher advanced adenoma sensitivity (above 40%) and lower costs (below $125) to be cost-effective.

60 APPLIED LIFE SCIENCES↗

Testbeds for test Readiness: Strategic Snapshot

Test bed engineering, monitoring for underground explosive and nuclear testing will be needed if the United States returns to a test posture of nuclear device testing. To maintain and rebuild the capability of test readiness, agile cost-effective test beds are needed and LANL as well as NNSS are the perfect locations to do this. Shallow and deep boreholes should be created to research containment science, diagnostic placement and optimization, coupling and emplacement science, tracer use for fracture and cratering research, and validation of test article performance.

45 MILITARY TECHNOLOGY, WEAPONRY, AND NATIONAL DEF↗

Cost effective dynamic design and test requirements for Shuttle payloads

The results of a study examining current spacecraft dynamic design and test requirements for the cost effective design and development of Shuttle payloads are presented. Dynamic environments, payload configurations, design/test requirements, test levels, assembly level of testing, simulation methods, prototype role, load limiting, test facilities, and flight measurements are discussed as they relate to the development of a cost effective design and test philosophy for Shuttle Spacelab payloads. It is concluded that changes to current design/test practices will minimize long range payload costs. However, changes to current practices need be quantitatively evaluated before an orderly progression to more cost effective methods can be achieved without undue risk of mission failures. Of major importance is optimization of test levels and plans for payloads and payload subsystems which will result in minimum project costs.

Stahle, C. V.↗

University of New Hampshire Center for Ocean Renewable Energy (CORE) Infrastructure Enhancements

Several key components of the University of New Hampshire (UNH) Center for Ocean Renewable Energy (CORE) research, development and evaluation infrastructure for marine renewable energy (MRE) systems were enhanced under this project. These consisted of (1) A Tidal Turbine Deployment Platform (TDP) for marine hydrokinetic (MHK) turbines for use at the two UNH tidal energy test sites in Great Bay Estuary/Piscataqua River, (2) Laboratory Upgrades at Chase Ocean Engineering Laboratory (COEL), including a new towing mechanism for the UNH tow tank, a one-meter scale turbine test bed with instrumentation and a new test section for a high-speed cavitation tunnel, and the (3) Refurbishment of a Wave/Wind Offshore Test Site Environmental Buoy (for use with WEC testing). The UNH-CORE Infrastructure Enhancement Project was very successful. Existing MRE infrastructure was improved and upgraded and new MRE infrastructure was created at UNH. The infrastructure has already been extensively utilized by MHK industry and collaborators from National Laboratories and other universities, and will continue to serve the R&D mission in support of the Marine Renewable Energy and Powering the Blue Economy (PBE) industries. Testing infrastructure for marine hydrokinetic turbines was created which enables very cost-effective testing of intermediate scale turbines in a real tidal flow. A floating Turbine Deployment Platform (TDP) of dimensions 50 ft x 20 ft (15 m x 6 m), which can be used to deploy and test axial-flow or cross-flow MHK turbines with diameters up to approximately 10 ft (3 m), is now available for the marine energy industry. The platform is currently moored via pile-guides in a “floating-dock” configuration next to a bridge pier at Memorial Bridge in Portsmouth, NH, and turbines can be rotated in and out of the water via a turbine pitching mechanism. Using this new test infrastructure, the MHK industry can perform medium-to-long-term testing with inexpensive device deployment and retrieval, and re-deployment to facilitate low-cost incremental testing.

13 HYDRO ENERGY↗

Development and Implementation of NASA's Lead Center for Rocket Propulsion Testing

With the new millennium, NASA's John C. Stennis Space Center (SSC) continues to develop and refine its role as rocket test service provider for NASA and the Nation. As Lead Center for Rocket Propulsion Testing (LCRPT), significant progress has been made under SSC's leadership to consolidate and streamline NASA's rocket test infrastructure and make this vital capability truly world class. NASA's Rocket Propulsion Test (RPT) capability consists of 32 test positions with a replacement value in excess of $2B. It is dispersed at Marshall Space Flight Center (MSFC), Johnson Space Center (JSC)-White Sands Test Facility (WSTF), Glenn Research Center (GRC)-Plum Brook (PB), and SSC and is sized appropriately to minimize duplication and infrastructure costs. The LCRPT also provides a single integrated point of entry into NASA's rocket test services. The RPT capability is managed through the Rocket Propulsion Test Management Board (RPTMB), chaired by SSC with representatives from each center identified above. The Board is highly active, meeting weekly, and is key to providing responsive test services for ongoing operational and developmental NASA and commercial programs including Shuttle, Evolved Expendable Launch Vehicle, and 2nd and 3rd Generation Reusable Launch Vehicles. The relationship between SSC, the test provider, and the hardware developers, like MSFC, is critical to the implementation of the LCRPT. Much effort has been expended to develop and refine these relationships with SSC customers. These efforts have met with success and will continue to be a high priority to SSC for the future. To data in the exercise of its role, the LCRPT has made 22 test assignments and saved or avoided approximately $51M. The LCRPT directly manages approximately $30M annually in test infrastructure costs including facility maintenance and upgrades, direct test support, and test technology development. This annual budges supports rocket propulsion test programs which have an annual budget in excess of $150M. As the LCRPT continues to develop, customer responsiveness and lower cost test services will be major themes. In that light, SSC is embarking on major test technology development activities ensuring long range goals of safer, more responsive, and more cost effective test services are realized. The LCRPT is also focusing on the testing requirements for advanced propulsion systems. This future planning is key to defining and fielding the ability to test these new technologies in support of the hardware developers.

Dawson, Michael C.↗

Wing-section optimization for supersonic viscous flows

The recent interest in High Speed Civil Transport (HSCT) has resulted in renewed research studies of optimized supersonic cruise transport configurations. Incorporation of flow viscosity effects in the design process of such a supersonic wing is currently under investigation. This may lead to more accurate problem formulations and, in turn, greater aerodynamic efficiency than can be obtained by the traditional, inviscid, linear theories. In this context, for a design code to be a candidate for a complex optimization problem, such as three-dimensional viscous supersonic wing design, it should be validated using simpler building-block shapes. To optimize the shape of a supersonic wing, an automated method that also includes higher fidelity to the flow physics is desirable. With this impetus, an aerodynamic optimization methodology incorporating Navier-Stokes equations and sensitivity analysis had been previously developed. Prior to embarking upon the wing design task, the present investigation concentrated on testing the flexibility of the methodology, and the identification of adequate problem formulations, by defining two-dimensional, cost-effective test cases. Starting with two distinctly different initial airfoils, two independent shape optimizations resulted in shapes with very similar features. Secondly, the normal section to the subsonic portion of the leading edge, which had a high normal angle-of-attack, was considered. The optimization resulted in a shape with twist and camber, which eliminated the adverse pressure gradient, hence, exploiting the leading-edge thrust. The wing section shapes obtained in all the test cases had the features predicted by previous studies. Therefore, it was concluded that the flowfield analyses and the sensitivity coefficients were computed and fed to the present gradient-based optimizer correctly. Also, as a result of the present two-dimensional study, suggestions were made for problem formulations which should contribute to an effective wing shape optimization.

Item, Cem C.↗

SILHIL Replication of Electric Aircraft Powertrain Dynamics and Inner-Loop Control for V&V of System Health Management Routines

Software-in-the-loop and Hardware-in-the-loop testing of failure prognostics and decision making tools for aircraft systems will facilitate more comprehensive and cost-effective testing than what is practical to conduct with flight tests. A framework is described for the offline recreation of dynamic loads on simulated or physical aircraft powertrain components based on a real-time simulation of airframe dynamics running on a flight simulator, an inner-loop flight control policy executed by either an autopilot routine or a human pilot, and a supervisory fault management control policy. The creation of an offline framework for verifying and validating supervisory failure prognostics and decision making routines is described for the example of battery charge depletion failure scenarios onboard a prototype electric unmanned aerial vehicle.

Verification and Validation↗

Comparative Assessment of Experimental Testing of Instrument with an Embedded Digital Device Using Model-Based and Conventional Methods

The use of digital equipment has not been widespread in U.S. nuclear facilities. A major contributing factor to this situation arises from regulatory concerns about common cause failures (CCFs) stemming from the use of identical software in redundant systems, questions as to how to quantify the reliability of software-based products, validity of tools that are used for software verification and validation (V&V), and the effectiveness of software QA procedures. Compounding the concerns are sporadic incidents of digital equipment malfunctions in nuclear power plants, including lockups resulting from software memory leaks, feedwater control malfunctions due to excessive traffic on Ethernet networks, software logic errors, and other problems leading to plant trips. Additionally, the limited amount of demonstrated research and a lack of industry consensus on quantitative software reliability methodologies has hindered the widespread adoption of digital I&C in the nuclear industry. In a recent Regulatory Issue Summary (RIS), the U.S. Nuclear Regulatory Commission (NRC) identified concerns about the impact of greater use of instrumentation and control (I&C) equipment with an embedded digital device (EDD) [1]. Specifically, the NRC staff states that increased use of such devices “may increase a facility’s vulnerability to a CCF” (i.e., common-cause failure). The prevailing NRC guidance regarding software CCF (SCCF) identifies two design attributes that are acceptable for eliminating CCF concerns: (1) diversity or (2) testability (specifically, 100% testability). Either solution can result in high costs and remaining licensing uncertainty (i.e., how much diversity is enough? how to ensure test coverage of every possible sequence of device states?). Consequently, many utilities and reactor designers have limited or avoided more extensive use of digital technology to minimize licensing, scheduling, and financial risk. Without development of cost effective qualification methods to satisfy regulatory requirements and address the potential for CCF vulnerability associated with EDDs, the nuclear power industry may not be able to realize the benefits of digital technology achieved by other industries. In order to address these challenges, the U.S. Department of Energy (DOE) is sponsoring this research to assess the prospect of CCF in digital I&C equipment. The purpose of the current research is to develop an effective approach employing science-based methods to resolve concerns about CCF vulnerability that serve to inhibit deployment of advanced instrumentation (e.g., sensors, actuators, microcontrollers) with EDDs in nuclear power applications. The research objectives address the challenge of establishing high levels of safety and reliability assurance needed for the qualification of EDDs (e.g., microprocessors, programmable logic devices) that are subject to software design faults, complex failure modes, and CCF vulnerability. Specific objectives are: (1) assess the regulatory context for treatment of CCF vulnerability a graded approach to their qualification, (3) develop and extend model-based testing methods to enable effective demonstration of whether devices are subject to CCF, which may arise from vulnerabilities introduced at any stage of the design lifecycle, (4) establish a cost-effective testing framework that incorporates automation and test scenario prioritization, and (5) demonstrate the qualification approach through selection and testing of candidate digital device(s). This report documents an assessment of the results from experimental testing of a representative instrument with an embedded digital device. The experiment serves as a proof-of-concept demonstration of a model-based testing (MBT) framework. The objective of MBT is to ensure that an EDD undergoes suitably comprehensive testing to establish that it is not subject to SCCF. The approach by which MBT accomplishes this objective is through development and application of an effective test suite that provides the appropriate coverage to detect the full range of postulated faults that may arise at the requirements, design, and code (implementation) level of the EDD software. The findings of the experiment involve the application of the MBT framework by Ohio State University (OSU) through testing of the selected demonstration instrument (i.e., the prototype smart pressure sensor developed by Virginia Commonwealth University, VCU). In addition, the experiment findings also involve application of a more conventional black-box testing approach that serves as a baseline against which the MBT methodology can be compared. The primary outcome documented in this report is the comparative analysis of the capabilities demonstrated for each method. The results of the analysis demonstrate clear benefits that arise from the MBT methodology. The comparison indicates greater effectiveness from the more comprehensive evidence available through MBT and enhanced efficiency achieved through automation within the MBT framework. The structure of the report addresses the approach and application of each test method as well as the comparative analysis of the experimental results. Chapter 2 gives a summary overview of the demonstration approach. Chapter 3 covers the baseline testing and Chapter 4 documents the model-based testing. Chapter 5 describes the findings of the comparative analysis and presents the conclusions that can be drawn about the effectiveness and efficiency of the MBT methodology.

47 OTHER INSTRUMENTATION↗

Wing-section optimization for supersonic viscous flow

To improve the shape of a supersonic wing, an automated method that also includes higher fidelity to the flow physics is desirable. With this impetus, an aerodynamic optimization methodology incorporating thin-layer Navier-Stokes equations and sensitivity analysis had been previously developed. Prior to embarking upon the wind design task, the present investigation concentrated on testing the feasibility of the methodology, and the identification of adequate problem formulations, by defining two-dimensional, cost-effective test cases. Starting with two distinctly different initial airfoils, two independent shape optimizations resulted in shapes with similar features: slightly cambered, parabolic profiles with sharp leading- and trailing-edges. Secondly, the normal section to the subsonic portion of the leading edge, which had a high normal angle-of-attack, was considered. The optimization resulted in a shape with twist and camber which eliminated the adverse pressure gradient, hence, exploiting the leading-edge thrust. The wing section shapes obtained in all the test cases had the features predicted by previous studies. Therefore, it was concluded that the flowfield analyses and sensitivity coefficients were computed and fed to the present gradient-based optimizer correctly. Also, as a result of the present two-dimensional study, suggestions were made for the problem formulations which should contribute to an effective wing shape optimization.

Item, Cem C.↗

Design and Technology Maturation of the Stratospheric Projectile Experiment of Entry Dynamics

The supersonic and transonic dynamic stability of blunt-body reentry vehicles currently poses large risks in all of NASA’s ongoing entry missions (MSR SRL, MSR EES, and Dragonfly). These projects have allocated millions of dollars to testing and modeling efforts to buy down risk by using the current state-of-the-art (SoA) facilities at NASA’s disposal. While these facilities have heritage in supplying dynamics data to reentry missions, their availability is severely limited – particularly with the high number of concur-rent projects requesting simultaneous testing– and are costly when considering the science density per dollar. None of the current SoA facility methodologies allow the test model to have the dynamics fully develop through a flight relevant free-stream profile and as such require extrapolations with resultant high uncertainties in order to relate the test dynamics to flight expectations. SPEED is a NASA Ames Center Innovation Fund (CIF) project that is developing a highly tailorable and cost-effective test methodology to better assess the dynamic stability of blunt-body reentry vehicles via a stratospheric balloon flight. This is accomplished by dropping a suite of instrumented capsules from a stratospheric balloon to gain a statistically relevant dataset of scaled reentry vehicles in mission relevant free-flight conditions. This presentation will walk through how the test methodology is being implemented specifically for the Mars Sample Return (MSR) Earth Entry System (EES) geometry in an awarded Flight Opportunities Program (FOP) test flight in early CY24. SPEED Application to MSR: SPEED consists of three main mechanical systems: the Drop Platform, the Projectile, and the test Capsule. SPEED is being developed as a set of guidelines and recommendations for how to test with the proposed Concept of Operations (Conops) since the specific design parameters will vary depending on the specific project’s reference trajectory and entry vehicle design. As such, this presentation will walk through the development time-line as shown in Fig. 2. This is meant to serve as a blueprint for further missions as desired. Mechanical and Avionics Design. The SPEED test platform designed for the MSR-EES capsule geometry with nominal entry parameters has the ability to carry 10 Capsules to altitude instrumented with: 1. 3-Axis Accelerometer 2. IMU 3. Gyroscope 4. Magnetometer 5. Pressure Transducer cruciform 6. Uplook and Horizon Cameras To package the avionics/instrumentation suite, the capsule is approximately 1’ in diameter with the Outer Mold Line (OML) centroid-scaled from the full EES design. The internal volume is gutted and custom-shaped to fit the desired instrumentation suite, as well as to allow for the positioning of ballast mass such that the Center of Gravity is analogous to the flight vehicle. All structural components in the Capsule and Projectile are 3D printed, which significantly reduces the cost of each flight unit to around $1500 including all instrumentation, avionics, and structural components. Flight Conops. The test Capsule is accelerated to the desired altitude and Mach number while stowed in the Projectile, a missile-like vehicle consisting of steel ballast in the nose, a low-drag OML, and an Ejection Mechanism to reliably release the Capsule into the free-flow supersonic conditions. For the MSR-EES design, the capsule employs ~3kg of ballast mass at the nose to accelerate the 1.25kg test Capsule to ~Mach 1.7 at 23km altitude. This requires an initial release altitude of 40km, the quoted limit of a 80kg payload by the FOP-contracted balloon provider. Once the Ejection Mechanism avionics detect the proper conditions, the spring-loaded Ejection Mechanism will release and – guided by the sabot – expose the test Capsule to the desired test conditions for ~5 seconds of free-flight in the supersonic/transonic regimes. Dynamics in the subsonic regime will also be captured with the instrumentation suite with post-flight recovery operations aimed at recovering the high-G-load capable SD cards after the planned hard impact landings. Testing and Development: In the few months the SPEED project has worked the development of MSR-EES flight test, the team has performed lab and drone based testing which this presentation will overview. After the first design phase, the team fabricated Engineering Demonstration Units (EDUs) of all subsystems to perform validation testing shown in Fig. 5. After validation was completed on the subsystem level, a drone-drop test was performed at the recreational flight ceiling of 400ft altitude to assess the SPEED systems in a flight environment. Parameters such as in-flight stability, hard impact landing performance, and avionics performance were quantified and qualified. The FY23 CIF will culminate in a helicopter drop test aboard an Air National Guard Blackhawk. This will prepare the team for the CY24 FOP stratospheric balloon flight that should provide the final verification to begin offering the test platform for mission support. Focus of Presentation: This presentation will outline the technology maturation path of the SPEED implementation to the MSR-EES capsule baseline as well as the details regarding the mechanical system, avionics and instrumentation, and flight operations. Note that a complementary presentation is being submitted for a methodology overview of the SPEED test platform, introducing the testing technique and benefits as well as the full application space of the technology.

pitch damping coefficient↗

Jet Engine Bird Ingestion Simulations: Comparison of Rotating to Non-Rotating Fan Blades

Bird strike events in commercial airliners are a fairly common occurrence. According to data collected by the US Department of Agriculture, over 80,000 bird strikes were reported in the period 1990-2007 in the US alone [1]. As a result, bird ingestion is an important factor in aero engine design and FAA certification. When it comes to bird impacts on engine fan blades, the FAA requires full-scale bird ingestion tests on an engine running at full speed to pass certification requirements. These rotating tests are complex and very expensive. To reduce development costs associated with new materials for fan blades, it is desirable to develop more cost effective testing procedures than full-scale rotating engine tests for material evaluation. An impact test on a non-rotating single blade that captures most of the salient physics of the rotating test would go a long way towards enabling large numbers of evaluative material screening tests. NASA Glenn Research Center has been working to identify a static blade test procedure that would be effective at reproducing similar results as seen in rotating tests. The current effort compares analytical simulations of a bird strike on various nonrotating blades to a bird strike simulation on a rotating blade as a baseline case. Several different concepts for simulating the rotating loads on a non-rotating blade were analyzed with little success in duplicating the deformation results seen in the rotating case. The rotating blade behaves as if it were stiffer than the non-rotating blade resulting in less plastic deformation from a given bird impact. The key factor limiting the success of the non-rotating blade simulations is thought to be the effect of gyroscopics. Prior to this effort, it was anticipated the difficulty would be in matching the pre-stress in the blade due to centrifugal forces Additional work is needed to verify this assertion, and to determine if a static test procedure can simulate the gyroscopic effects in a suitable manner. This paper describes the various non-rotating concepts analyzed, and demonstrates the effect believed to be gyroscopic in nature on the results.

Howard, Samuel A.↗

Jet Engine Bird Ingestion Simulations: Comparison of Rotating to Non-Rotating Fan Blades

Bird strike events in commercial airliners are a fairly common occurrence. According to data collected by the US Department of Agriculture, over 80,000 bird strikes were reported in the period 1990 to 2007 in the US alone (Ref. 1). As a result, bird ingestion is an important factor in aero engine design and FAA certification. When it comes to bird impacts on engine fan blades, the FAA requires full-scale bird ingestion tests on an engine running at full speed to pass certification requirements. These rotating tests are complex and very expensive. To reduce development costs associated with new materials for fan blades, it is desirable to develop more cost effective testing procedures than full-scale rotating engine tests for material evaluation. An impact test on a nonrotating single blade that captures most of the salient physics of the rotating test would go a long way towards enabling large numbers of evaluative material screening tests. NASA Glenn Research Center has been working to identify a static blade test procedure that would be effective at reproducing similar results as seen in rotating tests. The current effort compares analytical simulations of a bird strike on various non-rotating blades to a bird strike simulation on a rotating blade as a baseline case. Several different concepts for simulating the rotating loads on a non-rotating blade were analyzed with little success in duplicating the deformation results seen in the rotating case. The rotating blade behaves as if it were stiffer than the non-rotating blade resulting in less plastic deformation from a given bird impact. The key factor limiting the success of the non-rotating blade simulations is thought to be the effect of gyroscopics. Prior to this effort, it was anticipated the difficulty would be in matching the prestress in the blade due to centrifugal forces Additional work is needed to verify this assertion, and to determine if a static test procedure can simulate the gyroscopic effects in a suitable manner. This paper describes the various non-rotating concepts analyzed, and demonstrates the effect believed to be gyroscopic in nature on the results

Howard, Samuel A.↗