ALBERT

Description: A model rotor acoustic test was performed to examine the benefit of higher control (HHC) of blade pitch to reduce blade-vortex interaction (BVI) impulse noise. A 40-percent dynamically scaled, four-bladed model of a BO-105 main rotor was tested in the German-Dutch Wind Tunnel (DNW). Acoustic measurements were made in a large plane underneath the rotor employing a traversing in-flow microphone array in the anechoic environment of the open test section. Noise characteristics and noise directivity patterns as well as vibratory loads were measured and used to demonstrate the changes when different HHC schedules (different modes, amplitudes, phases) were applied. Dramatic changes of the acoustic signatures and the noise radiation directivity with HHC phase variations are found. Compared to the baseline conditions (without HHD), significant mid-frequency noise reductions of as much as 6 dB are obtained for low speed descent conditions where BVI is most intensive. For other rotor operating conditions with less intense BVI there is less or no benefit from the use of HHC. Low frequency loading noise and vibratory loads, especially at optimum noise reduction control settings, are found to increase.

Description: The analysis of balloon envelopes by the finite element (FE) method is plagued by convergence problems. A pratical FE analysis approach is based on the fact that in thin shells with non-zero Gaussian curvature the membrane solution component is essentially decoupled from the bending solution component. A proxy-problem is solved by using a small artificial bending stiffness that assures convergence without significantly affecting the membrane solution component. This approach has been previously validated on slightly overpressurized balloon envelopes. Extensions of this approach to more difficult problems in the structural analysis of balloon envelopes are presented. The convergence forcing modelling measures are discussed. Implications of the findings of the analysis results to future balloon designs are also discussed.

Description: A new technique for structural modeling of airplanes wings is presented taking transverse shear effects into account. The kinematic assumptions of first-order shear deformation plate theory in combination with numerical analysis, where simple polynomials are used to define geometry, construction, and displacement approximations, lead to analytical expressions for elements of the stiffness and mass matrices and load vector. Contributions from the cover skins, spar and rib caps, and spar and rib webs are included as well as concentrated springs and concentrated masses. Limitations of wing modeling techniques based on classical plate theory are discussed, and the improved accuracy of the new equivalent plate technique is demonstrated through comparison with finite element analysis and test results. Expressions for analytical derivatives of stiffness, mass, and load terms with respect to wing shape are given. Based on these, it is possible to obtain analytic sensitivities of displacements, stresses, and natural frequencies with respect to planform shape and depth distribution. This makes the new capability an effective structural tool for wing shape optimization.

Description: A computational study was conducted to better understand experimental results obtained from wind-tunnel tests of a Mach 4 conical-flow-derived waverider and a comparative reference configuration, which showed that the aerodynamic performance of the reference configuration was slightly better than that of the waverider. The computational results showed that the predicted surface pressure values and the integrated lift and drag coefficients were much lower for the reference model because the reference model bottom is an expansion surface. However, the lift-drag ratios for the reference model were higher due to a relatively low drag for a comparable amount of lift. The results also showed that the reference model exhibited the same shock attachment characteristics as the conical-flow-derived waverider, and is therefore also a waverider. The shock attachment characteristic gives the waverider a performance advantage over conventional hypersonic vehicles, and the results suggest that altering the bottom surface does not cause significant performance degradation. Flowfield solutions also show that the conical-flow waverider model has better propulsion/airframe integration characteristics than the reference configuration. The results also suggest that generating flowfields other than conical ones may be used to design waveriders with improved aerodynamic performance.

Description: The General Aviation Synthesis Program, GASP, was developed to perform tasks generally associated with the preliminary phase of aircraft design. GASP gives the analyst the capability of performing parametric studies in a rapid manner during preliminary design efforts. During the development of GASP, emphasis was placed on small fixed-wing aircraft employing propulsion systems varying from a single piston engine with a fixed pitch propeller through twin turboprop/turbofan systems as employed in business or transport type aircraft. The program is comprised of modules representing the various technical disciplines of design, integrated into a computational flow which ensures that the interacting effects of design variables are continuously accounted for in the aircraft sizing procedures. GASP provides a useful tool for comparing configurations, assessing aircraft performance and economics, and performing tradeoff and sensitivity studies. By utilizing GASP, the impact of various aircraft requirements and design factors may be studied in a systematic manner, with benefits being measured in terms of overall aircraft performance and economics. The GASP program consists of a control module and six "technology" submodules which perform the various independent studies required in the design of general aviation or small transport type aircraft. The six technology modules include geometry, aerodynamics, propulsion, weight and balance, mission analysis, and economics. The geometry module calculates the dimensions of the synthesized aircraft components based on such input parameters as number of passengers, aspect ratio, taper ratio, sweep angles, and thickness of wing and tail surfaces. The aerodynamics module calculates the various lift and drag coefficients of the synthesized aircraft based on inputs concerning configuration geometry, flight conditions, and type of high lift device. The propulsion module determines the engine size and performance for the synthesized aircraft. Both cruise and take-off requirements for the aircraft may be specified. This module can currently simulate turbojet, turbofan, turboprop, and reciprocating or rotating combustion engines. The weight and balance module accepts as input gross weight, payload, aircraft geometry, and weight trend coefficients for use in calculating the size of tip tanks and wing location required such that the synthesized aircraft is in balance for center of gravity travel. In the mission analysis module, the taxi, take-off, climb, cruise, and landing segments of a specified mission are analyzed to compute the total range, and the aircraft size required to provide this range is determined. In the economic module both the flyaway and operating costs are determined from estimated resources and services cost. The six technology modules are integrated into a single synthesis system by the control module. This integrated approach ensures that the results from each module contain the effect of design interactions among all the modules. Starting from a set of simple input quantities concerning aircraft type, size, and performance, the synthesis is extended to the point where all of the important aircraft characteristics have been analyzed quantitatively. Together, the synthesis model and procedure develops aircraft configurations in a manner useful in parametric analysis and provides a useful step toward more detailed analytical and experimental studies. The GASP program is written in FORTRAN IV for batch execution and has been implemented on a CDC CYBER 170 series computer with a central memory requirement of approximately 200K(octal) of 60 bit words. The GASP program was developed in 1978.

Description: The Composite Plate Buckling Analysis Program (COMPPAP) was written to help engineers determine buckling loads of orthotropic (or isotropic) irregularly shaped plates without requiring hand calculations from design curves or extensive finite element modeling. COMPPAP is a one element finite element program that utilizes high-order displacement functions. The high order of the displacement functions enables the user to produce results more accurate than traditional h-finite elements. This program uses these high-order displacement functions to perform a plane stress analysis of a general plate followed by a buckling calculation based on the stresses found in the plane stress solution. The current version assumes a flat plate (constant thickness) subject to a constant edge load (normal or shear) on one or more edges. COMPPAP uses the power method to find the eigenvalues of the buckling problem. The power method provides an efficient solution when only one eigenvalue is desired. Once the eigenvalue is found, the eigenvector, which corresponds to the plate buckling mode shape, results as a by-product. A positive feature of the power method is that the dominant eigenvalue is the first found, which is this case is the plate buckling load. The reported eigenvalue expresses a load factor to induce plate buckling. COMPPAP is written in ANSI FORTRAN 77. Two machine versions are available from COSMIC: a PC version (MSC-22428), which is for IBM PC 386 series and higher computers and compatibles running MS-DOS; and a UNIX version (MSC-22286). The distribution medium for both machine versions includes source code for both single and double precision versions of COMPPAP. The PC version includes source code which has been optimized for implementation within DOS memory constraints as well as sample executables for both the single and double precision versions of COMPPAP. The double precision versions of COMPPAP have been successfully implemented on an IBM PC 386 compatible running MS-DOS, a Sun4 series computer running SunOS, an HP-9000 series computer running HP-UX, and a CRAY X-MP series computer running UNICOS. COMPPAP requires 1Mb of RAM and the BLAS and LINPACK math libraries, which are included on the distribution medium. The COMPPAP documentation provides instructions for using the commercial post-processing package PATRAN for graphical interpretation of COMPPAP output. The UNIX version includes two electronic versions of the documentation: one in LaTex format and one in PostScript format. The standard distribution medium for the PC version (MSC-22428) is a 5.25 inch 1.2Mb MS-DOS format diskette. The standard distribution medium for the UNIX version (MSC-22286) is a .25 inch streaming magnetic tape cartridge (Sun QIC-24) in UNIX tar format. For the UNIX version, alternate distribution media and formats are available upon request. COMPPAP was developed in 1992.

Description: The Composite Plate Buckling Analysis Program (COMPPAP) was written to help engineers determine buckling loads of orthotropic (or isotropic) irregularly shaped plates without requiring hand calculations from design curves or extensive finite element modeling. COMPPAP is a one element finite element program that utilizes high-order displacement functions. The high order of the displacement functions enables the user to produce results more accurate than traditional h-finite elements. This program uses these high-order displacement functions to perform a plane stress analysis of a general plate followed by a buckling calculation based on the stresses found in the plane stress solution. The current version assumes a flat plate (constant thickness) subject to a constant edge load (normal or shear) on one or more edges. COMPPAP uses the power method to find the eigenvalues of the buckling problem. The power method provides an efficient solution when only one eigenvalue is desired. Once the eigenvalue is found, the eigenvector, which corresponds to the plate buckling mode shape, results as a by-product. A positive feature of the power method is that the dominant eigenvalue is the first found, which is this case is the plate buckling load. The reported eigenvalue expresses a load factor to induce plate buckling. COMPPAP is written in ANSI FORTRAN 77. Two machine versions are available from COSMIC: a PC version (MSC-22428), which is for IBM PC 386 series and higher computers and compatibles running MS-DOS; and a UNIX version (MSC-22286). The distribution medium for both machine versions includes source code for both single and double precision versions of COMPPAP. The PC version includes source code which has been optimized for implementation within DOS memory constraints as well as sample executables for both the single and double precision versions of COMPPAP. The double precision versions of COMPPAP have been successfully implemented on an IBM PC 386 compatible running MS-DOS, a Sun4 series computer running SunOS, an HP-9000 series computer running HP-UX, and a CRAY X-MP series computer running UNICOS. COMPPAP requires 1Mb of RAM and the BLAS and LINPACK math libraries, which are included on the distribution medium. The COMPPAP documentation provides instructions for using the commercial post-processing package PATRAN for graphical interpretation of COMPPAP output. The UNIX version includes two electronic versions of the documentation: one in LaTex format and one in PostScript format. The standard distribution medium for the PC version (MSC-22428) is a 5.25 inch 1.2Mb MS-DOS format diskette. The standard distribution medium for the UNIX version (MSC-22286) is a .25 inch streaming magnetic tape cartridge (Sun QIC-24) in UNIX tar format. For the UNIX version, alternate distribution media and formats are available upon request. COMPPAP was developed in 1992.

Description: Structural flaws and cracks may grow under fatigue inducing loads and, upon reaching a critical size, cause structural failure to occur. The growth of these flaws and cracks may occur at load levels well below the ultimate load bearing capability of the structure. The Fatigue Crack Growth Computer Program, NASA/FLAGRO, was developed as an aid in predicting the growth of pre-existing flaws and cracks in structural components of space systems. The earlier version of the program, FLAGRO4, was the primary analysis tool used by Rockwell International and the Shuttle subcontractors for fracture control analysis on the Space Shuttle. NASA/FLAGRO is an enhanced version of the program and incorporates state-of-the-art improvements in both fracture mechanics and computer technology. NASA/FLAGRO provides the fracture mechanics analyst with a computerized method of evaluating the "safe crack growth life" capabilities of structural components. NASA/FLAGRO could also be used to evaluate the damage tolerance aspects of a given structural design. The propagation of an existing crack is governed by the stress field in the vicinity of the crack tip. The stress intensity factor is defined in terms of the relationship between the stress field magnitude and the crack size. The propagation of the crack becomes catastrophic when the local stress intensity factor reaches the fracture toughness of the material. NASA/FLAGRO predicts crack growth using a two-dimensional model which predicts growth independently in two directions based on the calculation of stress intensity factors. The analyst can choose to use either a crack growth rate equation or a nonlinear interpolation routine based on tabular data. The growth rate equation is a modified Forman equation which can be converted to a Paris or Walker equation by substituting different values into the exponent. This equation provides accuracy and versatility and can be fit to data using standard least squares methods. Stress-intensity factor numerical values can be computed for making comparisons or checks of solutions. NASA/FLAGRO can check for failure of a part-through crack in the mode of a through crack when net ligament yielding occurs. NASA/FLAGRO has a number of special subroutines and files which provide enhanced capabilities and easy entry of data. These include crack case solutions, cyclic load spectrums, nondestructive examination initial flaw sizes, table interpolation, and material properties. The materials properties files are divided into two types, a user defined file and a fixed file. Data is entered and stored in the user defined file during program execution, while the fixed file contains already coded-in property value data for many different materials. Prompted input from CRT terminals consists of initial crack definition (which can be defined automatically), rate solution type, flaw type and geometry, material properties (if they are not in the built-in tables of material data), load spectrum data (if not included in the loads spectrum file), and design limit stress levels. NASA/FLAGRO output includes an echo of the input with any error or warning messages, the final crack size, whether or not critical crack size has been reached for the specified stress level, and a life history profile of the crack propagation. NASA/FLAGRO is modularly designed to facilitate revisions and operation on minicomputers. The program was implemented on a DEC VAX 11/780 with the VMS operating system. NASA/FLAGRO is written in FORTRAN77 and has a memory requirement of 1.4 MB. The program was developed in 1986.

Description: Delaminations near the outer surface of a laminate are susceptible to local buckling and buckling-induced delamination propagation when the laminate is subjected to transverse impact loading. This results in a loss of stiffness and strength. TRBUCKL is an unique dynamic delamination buckling and delamination propagation analysis capability that can be incorporated into the structural analysis program, NASTRAN. This capability will aid engineers in the design of structures incorporating composite laminates. The capability consists of: (1) a modification of the direct time integration solution sequence which provides a new analysis algorithm that can be used to predict delamination buckling in a laminate subjected to dynamic loading; and (2) a new method of modeling the composite laminate using plate bending elements and multipoint constraints. The capability now exists to predict the time at which the onset of dynamic delamination buckling occurs, the dynamic buckling mode shape, and the dynamic delamination strain energy release rate. A procedure file for NASTRAN, TRBUCKL predicts both impact induced buckling in composite laminates with initial delaminations and the strain energy release rate due to extension of the delamination. In addition, the file is useful in calculating the dynamic delamination strain energy release rate for a composite laminate under impact loading. This procedure simplifies the simulation of progressive crack extension. TRBUCKL has been incorporated into COSMIC NASTRAN. TRBUCKL is a DMAP Alter for NASTRAN. It is intended for use only with the COSMIC NASTRAN Direct Transient Analysis (RF 9) solution sequence. The program is available as a listing only. TRBUCKL was developed in 1987.

Description: Predictions of fatigue crack growth behavior can be made with the Fatigue Crack Growth Structural Analysis (FASTRAN II) computer program. As cyclic loads are applied to a selected crack configuration with an initial crack size, FASTRAN II predicts crack growth as a function of cyclic load history until either a desired crack size is reached or failure occurs. FASTRAN II is based on plasticity-induced crack-closure behavior of cracks in metallic materials and accounts for load-interaction effects, such as retardation and acceleration, under variable-amplitude loading. The closure model is based on the Dugdale model with modifications to allow plastically deformed material to be left along the crack surfaces as the crack grows. Plane stress and plane strain conditions, as well as conditions between these two, can be simulated in FASTRAN II by using a constraint factor on tensile yielding at the crack front to approximately account for three-dimensional stress states. FASTRAN II contains seventeen predefined crack configurations (standard laboratory fatigue crack growth rate specimens and many common crack configurations found in structures); and the user can define one additional crack configuration. The baseline crack growth rate properties (effective stress-intensity factor against crack growth rate) may be given in either equation or tabular form. For three-dimensional crack configurations, such as surface cracks or corner cracks at holes or notches, the fatigue crack growth rate properties may be different in the crack depth and crack length directions. Final failure of the cracked structure can be modelled with fracture toughness properties using either linear-elastic fracture mechanics (brittle materials), a two-parameter fracture criterion (brittle to ductile materials), or plastic collapse (extremely ductile materials). The crack configurations in FASTRAN II can be subjected to either constant-amplitude, variable-amplitude or spectrum loading. The applied loads may be either tensile or compressive. Several standardized aircraft flight-load histories, such as TWIST, Mini-TWIST, FALSTAFF, Inverted FALSTAFF, Felix and Gaussian, are included as options. FASTRAN II also includes two other methods that will help the user input spectrum load histories. The two methods are: (1) a list of stress points, and (2) a flight-by-flight history of stress points. Examples are provided in the user manual. Developed as a research program, FASTRAN II has successfully predicted crack growth in many metallic materials under various aircraft spectrum loading. A computer program DKEFF which is a part of the FASTRAN II package was also developed to analyze crack growth rate data from laboratory specimens to obtain the effective stress-intensity factor against crack growth rate relations used in FASTRAN II. FASTRAN II is written in standard FORTRAN 77. It has been successfully compiled and implemented on Sun4 series computers running SunOS and on IBM PC compatibles running MS-DOS using the Lahey F77L FORTRAN compiler. Sample input and output data are included with the FASTRAN II package. The UNIX version requires 660K of RAM for execution. The standard distribution medium for the UNIX version (LAR-14865) is a .25 inch streaming magnetic tape cartridge in UNIX tar format. It is also available on a 3.5 inch diskette in UNIX tar format. The standard distribution medium for the MS-DOS version (LAR-14944) is a 5.25 inch 360K MS-DOS format diskette. The contents of the diskette are compressed using the PKWARE archiving tools. The utility to unarchive the files, PKUNZIP.EXE, is included. The program was developed in 1984 and revised in 1992. Sun4 and SunOS are trademarks of Sun Microsystems, Inc. IBM PC is a trademark of International Business Machines Corp. MS-DOS is a trademark of Microsoft, Inc. F77L is a trademark of the Lahey Computer Systems, Inc. UNIX is a registered trademark of AT&T Bell Laboratories. PKWARE and PKUNZIP are trademarks of PKWare, Inc.

Description: The Panel Analysis and Sizing Code (PASCO) was developed for the buckling and vibration analysis and sizing of prismatic structures having an arbitrary cross section. PASCO is primarily intended for analyzing and sizing stiffened panels made of laminated orthotropic materials and is of particular value in analyzing and sizing filamentary composite structures. When used in the analysis mode, PASCO calculates laminate stiffnesses, lamina stress and strains (including the effects of temperature and panel bending), buckling loads, vibration frequencies, and overall panel stiffness. When used in the sizing mode, PASCO adjusts sizing variables to provide a low-mass panel design that carries a set of specified loadings without exceeding buckling or material strength allowables and that meets other design requirements such as upper and lower bounds on sizing variables, upper and lower bounds on overall bending, extensional and shear stiffnesses, and lower bounds on vibration frequencies. Although emphasis in PASCO is placed on flat panels having several identical bays, the only restriction on configuration modeling is that the structure is assumed to be prismatic. In addition, it is assumed that loads and temperatures do not vary along the length of a panel. Because of their wide application in aerospace structures, stiffened panels are readily handled by PASCO. The panel cross section may be composed of an arbitrary assemblage of thin, flat, rectangular plate elements that are connected together along their longitudinal edges. Each plate element consists of a balanced symmetric laminate of any number of layers of orthotropic material. Any group of element widths, layer thicknesses, and layer orientation angles may be selected as sizing variables. Substructuring is available to increase the efficiency of the analysis and to simplify the modeling of complicated structures. The Macintosh version of PASCO includes an interactive, graphic preprocessor called MacPASCO. The main objective of MacPASCO is to make the use of PASCO faster, simpler, and less error-prone. By using a graphical user interface (GUI), MacPASCO simplifies the specification of panel geometry and reduces user input errors, thus making the modeling and analysis of panel designs more efficient. The user draws the initial structural geometry on the computer screen, then uses a combination of graphic and text inputs to: refine the structural geometry, specify information required for analysis such as panel load conditions, and define design variables and constraints for minimum-mass optimization. Composite panel design is an ideal application because the graphical user interface can: serve as a visual aid, eliminate the tedious aspects of text-based input, and eliminate many sources of input errors. The current version of MacPASCO does not implement all the modeling features of PASCO, but has been found to be sufficient for many users. Many difficulties common to text-based inputs are avoided because MacPASCO uses a GUI. First, the graphic displays eliminate syntax errors, like misplaced commas and incorrect command names, because there is no text-based syntax. Second, graphic displays allow the user to see the geometry as it is created and immediately detect and correct any errors. Third, MacPASCO's drawing tools have been designed to avoid modeling errors. Fourth, the graphic displays make revisions to existing structural designs much easier and less error-prone by eliminating the need for the user to conceptualize the text input as geometry. The user can work directly with the geometry displayed on the screen. Finally, MacPASCO automatically generates the correct PASCO input from the geometry displayed on the screen. This input file can be used with any machine version of PASCO to actually perform the analysis and sizing and to output results. The DEC VAX version of PASCO is written in FORTRAN IV for batch execution and has been implemented on a DEC VAX series computer. The Macintosh version of PASCO was developed for Macintosh II series computers with at least 2Mb of RAM running MPW Pascal 3.0 and Language Systems FORTRAN 2.0 under the MPW programming environment. It includes MPW compatible makefiles for compiling the source code. The Macintosh version uses input files compatible with versions of PASCO running on different platforms. MacPASCO is written in Macintosh Programmers Workbench 3.0, MPW Pascal 3.0, and MacAPP 2.0. The Pascal source code is included on the distribution diskette. MacAPP is a development library which is not included. MacPASCO requires a Mac Plus, SE/30, or MacII, IIx, IIcx, IIci, or IIfx running System 6.0 or greater. MacPASCO is System 7.0 compatible. A minimum of 2Mb of RAM is required for execution. The Macintosh version of PASCO is distributed on four 3.5 inch 800K Macintosh format diskettes. The DEC VAX version is distributed on a 9-track 1600 BPI magnetic tape. The PASCO program was developed in 1981, adapted to the DEC VAX in 1983 and to the Macintosh in 1991. MacPASCO was released in 1992.

Description: PLAN2D is a FORTRAN computer program for the plastic analysis of planar rigid frame structures. Given a structure and loading pattern as input, PLAN2D calculates the ultimate load that the structure can sustain before collapse. Element moments and plastic hinge rotations are calculated for the ultimate load. The location of hinges required for a collapse mechanism to form are also determined. The program proceeds in an iterative series of linear elastic analyses. After each iteration the resulting elastic moments in each member are compared to the reserve plastic moment capacity of that member. The member or members that have moments closest to their reserve capacity will determine the minimum load factor and the site where the next hinge is to be inserted. Next, hinges are inserted and the structural stiffness matrix is reformulated. This cycle is repeated until the structure becomes unstable. At this point the ultimate collapse load is calculated by accumulating the minimum load factor from each previous iteration and multiplying them by the original input loads. PLAN2D is based on the program STAN, originally written by Dr. E.L. Wilson at U.C. Berkeley. PLAN2D has several limitations: 1) Although PLAN2D will detect unloading of hinges it does not contain the capability to remove hinges; 2) PLAN2D does not allow the user to input different positive and negative moment capacities and 3) PLAN2D does not consider the interaction between axial and plastic moment capacity. Axial yielding and buckling is ignored as is the reduction in moment capacity due to axial load. PLAN2D is written in FORTRAN and is machine independent. It has been tested on an IBM PC and a DEC MicroVAX. The program was developed in 1988.

Description: Predictions of fatigue crack growth behavior can be made with the Fatigue Crack Growth Structural Analysis (FASTRAN II) computer program. As cyclic loads are applied to a selected crack configuration with an initial crack size, FASTRAN II predicts crack growth as a function of cyclic load history until either a desired crack size is reached or failure occurs. FASTRAN II is based on plasticity-induced crack-closure behavior of cracks in metallic materials and accounts for load-interaction effects, such as retardation and acceleration, under variable-amplitude loading. The closure model is based on the Dugdale model with modifications to allow plastically deformed material to be left along the crack surfaces as the crack grows. Plane stress and plane strain conditions, as well as conditions between these two, can be simulated in FASTRAN II by using a constraint factor on tensile yielding at the crack front to approximately account for three-dimensional stress states. FASTRAN II contains seventeen predefined crack configurations (standard laboratory fatigue crack growth rate specimens and many common crack configurations found in structures); and the user can define one additional crack configuration. The baseline crack growth rate properties (effective stress-intensity factor against crack growth rate) may be given in either equation or tabular form. For three-dimensional crack configurations, such as surface cracks or corner cracks at holes or notches, the fatigue crack growth rate properties may be different in the crack depth and crack length directions. Final failure of the cracked structure can be modelled with fracture toughness properties using either linear-elastic fracture mechanics (brittle materials), a two-parameter fracture criterion (brittle to ductile materials), or plastic collapse (extremely ductile materials). The crack configurations in FASTRAN II can be subjected to either constant-amplitude, variable-amplitude or spectrum loading. The applied loads may be either tensile or compressive. Several standardized aircraft flight-load histories, such as TWIST, Mini-TWIST, FALSTAFF, Inverted FALSTAFF, Felix and Gaussian, are included as options. FASTRAN II also includes two other methods that will help the user input spectrum load histories. The two methods are: (1) a list of stress points, and (2) a flight-by-flight history of stress points. Examples are provided in the user manual. Developed as a research program, FASTRAN II has successfully predicted crack growth in many metallic materials under various aircraft spectrum loading. A computer program DKEFF which is a part of the FASTRAN II package was also developed to analyze crack growth rate data from laboratory specimens to obtain the effective stress-intensity factor against crack growth rate relations used in FASTRAN II. FASTRAN II is written in standard FORTRAN 77. It has been successfully compiled and implemented on Sun4 series computers running SunOS and on IBM PC compatibles running MS-DOS using the Lahey F77L FORTRAN compiler. Sample input and output data are included with the FASTRAN II package. The UNIX version requires 660K of RAM for execution. The standard distribution medium for the UNIX version (LAR-14865) is a .25 inch streaming magnetic tape cartridge in UNIX tar format. It is also available on a 3.5 inch diskette in UNIX tar format. The standard distribution medium for the MS-DOS version (LAR-14944) is a 5.25 inch 360K MS-DOS format diskette. The contents of the diskette are compressed using the PKWARE archiving tools. The utility to unarchive the files, PKUNZIP.EXE, is included. The program was developed in 1984 and revised in 1992. Sun4 and SunOS are trademarks of Sun Microsystems, Inc. IBM PC is a trademark of International Business Machines Corp. MS-DOS is a trademark of Microsoft, Inc. F77L is a trademark of the Lahey Computer Systems, Inc. UNIX is a registered trademark of AT&T Bell Laboratories. PKWARE and PKUNZIP are trademarks of PKWare, Inc.

Description: The SNIP program is a FORTRAN computer code that generates NASTRAN structural model thermal loads when given SINDA (or similar thermal model) temperature results. SNIP correlates thermal nodes to structural elements to interface SINDA finite difference thermal models with NASTRAN finite element structural models. Node-to-element correlation includes determining which SINDA nodes should be related to each NASTRAN element and calculating a weighing factor for temperatures associated with each element-related thermal node. SNIP provides structural model thermal loads that accurately reflect thermal model results while reducing the time required to interface thermal and structural models as compared to other methods. SNIP uses thermal model geometry to search the three-dimensional space around each structural element for the nearest thermal nodes. Thermal model geometry is the combination of standard thermal model temperature results from SINDA and structural model geometry from NASTRAN. Thermal and structural models must both be defined in the same, single Cartesian coordinate system. The thermal nodes located nearest each element are used to determine element temperature for thermal distortion and stress analysis. The program shapes the three-dimensional search region while the user controls the size. With these region specifications, the numerical coding of thermal nodes, and the structural element numbers; the code can provide for the separation of substructures during correlation. The input to SNIP contains a file of thermal model temperature results and a physical location of each thermal node in three-dimensional space, combined in a SNIP-unique format. The input also contains a standard NASTRAN input deck for a model made up of plate, shell, beam, and bar elements. SNIP supports the CTRIA, CQUAD, CBAR, and CBEAM elements of NASTRAN. The user adjusts the input parameters in the source code which control the node-to-element correlation. The program outputs NASTRAN element temperature load cards for each element and NASTRAN case control cards for each temperature load set. SNIP also outputs a list of elements that contains the numbers of the SINDA nodes related to each NASTRAN element and the weight that is given to each node in temperature calculations. SNIP is written in ANSI standard FORTRAN 77. The PC version requires a PC FORTRAN compiler and has compiled successfully using Lahey FORTRAN v. 3.0. A core memory of 300k is recommended. The program was developed in 1987.

Description: NPLOT is an interactive computer graphics program for plotting undeformed and deformed NASTRAN finite element models (FEMs). Although there are many commercial codes already available for plotting FEMs, these have limited use due to their cost, speed, and lack of features to view BAR elements. NPLOT was specifically developed to overcome these limitations. On a vector type graphics device the two best ways to show depth are by hidden line plotting or haloed line plotting. A hidden line algorithm generates views of models with all hidden lines removed, and a haloed line algorithm displays views with aft lines broken in order to show depth while keeping the entire model visible. A haloed line algorithm is especially useful for plotting models composed of many line elements and few surface elements. The most important feature of NPLOT is its ability to create both hidden line and haloed line views accurately and much more quickly than with any other existing hidden or haloed line algorithms. NPLOT is also capable of plotting a normal wire frame view to display all lines of a model. NPLOT is able to aid in viewing all elements, but it has special features not generally available for plotting BAR elements. These features include plotting of TRUE LENGTH and NORMALIZED offset vectors and orientation vectors. Standard display operations such as rotation and perspective are possible, but different view planes such as X-Y, Y-Z, and X-Z may also be selected. Another display option is the Z-axis cut which allows a portion of the fore part of the model to be cut away to reveal details of the inside of the model. A zoom function is available to terminals with a locator (graphics cursor, joystick, etc.). The user interface of NPLOT is designed to make the program quick and easy to use. A combination of menus and commands with help menus for detailed information about each command allows experienced users greater speed and efficiency. Once a plot is on the screen the interface becomes command driven, enabling the user to manipulate the display or execute a command without having to return to the menu. NPLOT is also able to plot deformed shapes allowing it to perform post-processing. The program can read displacements, either static displacements or eigenvectors, from a MSC/NASTRAN F06 file or a UAI/NASTRAN PRT file. The displacements are written into a unformatted scratch file where they are available for rapid access when the user wishes to display a deformed shape. All subcases or mode shapes can be read in at once. Then it is easy to enable the deformed shape, to change subcases or mode shapes and to change the scale factor for subsequent plots. NPLOT is written in VAX FORTRAN for DEC VAX series computers running VMS. As distributed, the NPLOT source code makes calls to the DI3000 graphics package from Precision Visuals; however, a set of interface routines is provided to translate the DI3000 calls into Tektronix PLOT10/TCS graphics library calls so that NPLOT can use the standard Tektronix 4010 which many PC terminal emulation software programs support. NPLOT is available in VAX BACKUP format on a 9-track 1600 BPI DEC VAX BACKUP format magnetic tape (standard media) or a TK50 tape cartridge. This program was developed in 1991. DEC, VAX, VMS, and TK50 are trademarks of Digital Equipment Corporation. Tektronix, PLOT10, and TCS are trademarks of Tektronix, Inc. DI3000 is a registered trademark of Precision Visuals, Inc. NASTRAN is a registered trademark of the National Aeronautics and Space Administration. MSC/ is a trademark of MacNeal-Schwendler Corporation. UAI is a trademark of Universal Analytics, Inc.

Description: LATDYN is a computer code for modeling the Large Angle Transient DYNamics of flexible articulating structures and mechanisms involving joints about which members rotate through large angles. LATDYN extends and brings together some of the aspects of Finite Element Structural Analysis, Multi-Body Dynamics, and Control System Analysis; three disciplines that have been historically separate. It combines significant portions of their distinct capabilities into one single analysis tool. The finite element formulation for flexible bodies in LATDYN extends the conventional finite element formulation by using a convected coordinate system for constructing the equation of motion. LATDYN's formulation allows for large displacements and rotations of finite elements subject to the restriction that deformations within each are small. Also, the finite element approach implemented in LATDYN provides a convergent path for checking solutions simply by increasing mesh density. For rigid bodies and joints LATDYN borrows extensively from methodology used in multi-body dynamics where rigid bodies may be defined and connected together through joints (hinges, ball, universal, sliders, etc.). Joints may be modeled either by constraints or by adding joint degrees of freedom. To eliminate error brought about by the separation of structural analysis and control analysis, LATDYN provides symbolic capabilities for modeling control systems which are integrated with the structural dynamic analysis itself. Its command language contains syntactical structures which perform symbolic operations which are also interfaced directly with the finite element structural model, bypassing the modal approximation. Thus, when the dynamic equations representing the structural model are integrated, the equations representing the control system are integrated along with them as a coupled system. This procedure also has the side benefit of enabling a dramatic simplification of the user interface for modeling control systems. Three FORTRAN computer programs, the LATDYN Program, the Preprocessor, and the Postprocessor, make up the collective LATDYN System. The Preprocessor translates user commands into a form which can be used while the LATDYN program provides the computational core. The Postprocessor allows the user to interactively plot and manage a database of LATDYN transient analysis results. It also includes special facilities for modeling control systems and for programming changes to the model which take place during analysis sequence. The documentation includes a Demonstration Problem Manual for the evaluation and verification of results and a Postprocessor guide. Because the program should be viewed as a byproduct of research on technology development, LATDYN's scope is limited. It does not have a wide library of finite elements, and 3-D Graphics are not available. Nevertheless, it does have a measure of "user friendliness". The LATDYN program was developed over a period of several years and was implemented on a CDC NOS/VE & Convex Unix computer. It is written in FORTRAN 77 and has a virtual memory requirement of 1.46 MB. The program was validated on a DEC MICROVAX operating under VMS 5.2.

Description: The increasing number of applications of fiber-reinforced composites in industry demands a detailed understanding of their material properties and behavior. A three-dimensional finite-element computer program called PAFAC (Plastic and Failure Analysis of Composites) has been developed for the elastic-plastic analysis of fiber-reinforced composite materials and structures. The evaluation of stresses and deformations at edges, cut-outs, and joints is essential in understanding the strength and failure for metal-matrix composites since the onset of plastic yielding starts very early in the loading process as compared to the composite's ultimate strength. Such comprehensive analysis can only be achieved by a finite-element program like PAFAC. PAFAC is particularly suited for the analysis of laminated metal-matrix composites. It can model the elastic-plastic behavior of the matrix phase while the fibers remain elastic. Since the PAFAC program uses a three-dimensional element, the program can also model the individual layers of the laminate to account for thickness effects. In PAFAC, the composite is modeled as a continuum reinforced by cylindrical fibers of vanishingly small diameter which occupy a finite volume fraction of the composite. In this way, the essential axial constraint of the phases is retained. Furthermore, the local stress and strain fields are uniform. The PAFAC finite-element solution is obtained using the displacement method. Solution of the nonlinear equilibrium equations is obtained with a Newton-Raphson iteration technique. The elastic-plastic behavior of composites consisting of aligned, continuous elastic filaments and an elastic-plastic matrix is described in terms of the constituent properties, their volume fractions, and mutual constraints between phases indicated by the geometry of the microstructure. The program uses an iterative procedure to determine the overall response of the laminate, then from the overall response determines the stress state in each phase of the composite material. Failure of the fibers or matrix within an element can also be modeled by PAFAC. PAFAC is written in FORTRAN IV for batch execution and has been implemented on a CDC CYBER 170 series computer with a segmented memory requirement of approximately 66K (octal) of 60 bit words. PAFAC was developed in 1982.

Description: One of the most important considerations in the design of a commercial transport aircraft is the aircraft's performance during takeoff and landing operations. The aircraft must be designed to meet field length constraints in accordance with airworthiness standards specified in the Federal Aviation Regulations. In addition, the noise levels generated during these operations must be within acceptable limits. This computer program provides for the detailed analysis of the takeoff and landing performance capabilities of transport category aircraft. The program calculates aircraft performance in accordance with the airworthiness standards of the Federal Aviation Regulations. The aircraft and flight constraints are represented in sufficient detail to permit realistic sensitivity studies in terms of either configuration modifications or changes in operational procedures. This program provides for the detailed performance analysis of the takeoff and landing capabilities of specific aircraft designs and allows for sensitivity studies. The program is not designed to synthesize configurations or to generate aerodynamic, propulsion, or structural characteristics. This type of information must be generated externally to the program and then input as data. The program's representation of the aircraft data is extensive and includes realistic limits on engine and aircraft operational boundaries and maximum attainable lift coefficients. The takeoff and climbout flight-path is generated by a stepwise integration of the equation of motion. Special features include options for nonstandard-day operation, for balanced field length, for derated throttle to meet a given field length for off-loaded aircraft, and for throttle cutback during climbout for community noise alleviation. Advanced takeoff procedures for noise alleviation such as programmed throttle and control flaps may be investigated with the program. Approach profiles may incorporate advanced procedures such as two segment approaches and decelerating approaches. The landing performance considers the application of wheel brakes, spoilers, and thrust reversers. This program is written in FORTRAN IV for batch execution and has been implemented on a CDC CYBER 170 series computer with a central memory requirement of approximately 105K (octal) of 60 bit words. This program was developed in 1979.

Description: The Panel Analysis and Sizing Code (PASCO) was developed for the buckling and vibration analysis and sizing of prismatic structures having an arbitrary cross section. PASCO is primarily intended for analyzing and sizing stiffened panels made of laminated orthotropic materials and is of particular value in analyzing and sizing filamentary composite structures. When used in the analysis mode, PASCO calculates laminate stiffnesses, lamina stress and strains (including the effects of temperature and panel bending), buckling loads, vibration frequencies, and overall panel stiffness. When used in the sizing mode, PASCO adjusts sizing variables to provide a low-mass panel design that carries a set of specified loadings without exceeding buckling or material strength allowables and that meets other design requirements such as upper and lower bounds on sizing variables, upper and lower bounds on overall bending, extensional and shear stiffnesses, and lower bounds on vibration frequencies. Although emphasis in PASCO is placed on flat panels having several identical bays, the only restriction on configuration modeling is that the structure is assumed to be prismatic. In addition, it is assumed that loads and temperatures do not vary along the length of a panel. Because of their wide application in aerospace structures, stiffened panels are readily handled by PASCO. The panel cross section may be composed of an arbitrary assemblage of thin, flat, rectangular plate elements that are connected together along their longitudinal edges. Each plate element consists of a balanced symmetric laminate of any number of layers of orthotropic material. Any group of element widths, layer thicknesses, and layer orientation angles may be selected as sizing variables. Substructuring is available to increase the efficiency of the analysis and to simplify the modeling of complicated structures. The Macintosh version of PASCO includes an interactive, graphic preprocessor called MacPASCO. The main objective of MacPASCO is to make the use of PASCO faster, simpler, and less error-prone. By using a graphical user interface (GUI), MacPASCO simplifies the specification of panel geometry and reduces user input errors, thus making the modeling and analysis of panel designs more efficient. The user draws the initial structural geometry on the computer screen, then uses a combination of graphic and text inputs to: refine the structural geometry, specify information required for analysis such as panel load conditions, and define design variables and constraints for minimum-mass optimization. Composite panel design is an ideal application because the graphical user interface can: serve as a visual aid, eliminate the tedious aspects of text-based input, and eliminate many sources of input errors. The current version of MacPASCO does not implement all the modeling features of PASCO, but has been found to be sufficient for many users. Many difficulties common to text-based inputs are avoided because MacPASCO uses a GUI. First, the graphic displays eliminate syntax errors, like misplaced commas and incorrect command names, because there is no text-based syntax. Second, graphic displays allow the user to see the geometry as it is created and immediately detect and correct any errors. Third, MacPASCO's drawing tools have been designed to avoid modeling errors. Fourth, the graphic displays make revisions to existing structural designs much easier and less error-prone by eliminating the need for the user to conceptualize the text input as geometry. The user can work directly with the geometry displayed on the screen. Finally, MacPASCO automatically generates the correct PASCO input from the geometry displayed on the screen. This input file can be used with any machine version of PASCO to actually perform the analysis and sizing and to output results. The DEC VAX version of PASCO is written in FORTRAN IV for batch execution and has been implemented on a DEC VAX series computer. The Macintosh version of PASCO was developed for Macintosh II series computers with at least 2Mb of RAM running MPW Pascal 3.0 and Language Systems FORTRAN 2.0 under the MPW programming environment. It includes MPW compatible makefiles for compiling the source code. The Macintosh version uses input files compatible with versions of PASCO running on different platforms. MacPASCO is written in Macintosh Programmers Workbench 3.0, MPW Pascal 3.0, and MacAPP 2.0. The Pascal source code is included on the distribution diskette. MacAPP is a development library which is not included. MacPASCO requires a Mac Plus, SE/30, or MacII, IIx, IIcx, IIci, or IIfx running System 6.0 or greater. MacPASCO is System 7.0 compatible. A minimum of 2Mb of RAM is required for execution. The Macintosh version of PASCO is distributed on four 3.5 inch 800K Macintosh format diskettes. The DEC VAX version is distributed on a 9-track 1600 BPI magnetic tape. The PASCO program was developed in 1981, adapted to the DEC VAX in 1983 and to the Macintosh in 1991. MacPASCO was released in 1992.

Description: BUCKO is a computer program developed to predict the buckling load of a rectangular compression-loaded orthotropic plate with a centrally located cutout. The plate is assumed to be a balanced, symmetric laminate of uniform thickness. The cutout shape can be elliptical, circular, rectangular, or square. The BUCKO package includes sample data that demonstrates the essence of the program and its ease of usage. BUCKO uses an approximate one-dimensional formulation of the classical two-dimensional buckling problem following the Kantorovich method. The boundary conditions are considered to be simply supported unloaded edges and either clamped or simply supported loaded edges. The plate is loaded in uniaxial compression by either uniformly displacing or uniformly stressing two opposite edges of the plate. The BUCKO analysis consists of two parts: calculation of the inplane stress distribution prior to buckling, and calculation of the plate axial load and displacement at buckling. User input includes plate planform and cutout geometry, plate membrane and bending stiffnesses, finite difference parameters, boundary condition data, and loading data. Results generated by BUCKO are the prebuckling strain energy, inplane stress resultants, buckling mode shape, critical end shortening, and average axial and transverse strains at buckling. BUCKO is written in FORTRAN V for batch execution and has been implemented on a CDC CYBER 170 series computer operating under NOS with a central memory requirement of approximately 343K of 60 bit words. This program was developed in 1984 and was last updated in 1990.

Description: The Active Gear, Flexible Aircraft Takeoff and Landing Analysis program, AGFATL, was developed to provide a complete simulation of the aircraft takeoff and landing dynamics problem. AGFATL can represent an airplane either as a rigid body with six degrees of freedom or as a flexible body with multiple degrees of freedom. The airframe flexibility is represented by the superposition of up to twenty free vibration modes on the rigid-body motions. The analysis includes maneuver logic and autopilots programmed to control the aircraft during glide slope, flare, landing, and takeoff. The program is modular so that performance of the aircraft in flight and during landing and ground maneuvers can be studied separately or in combination. A program restart capability is included in AGFATL. Effects simulated in the AGFATL program include: (1) flexible aircraft control and performance during glide slope, flare, landing roll, and takeoff roll under conditions of changing winds, engine failures, brake failures, control system failures, strut failures, restrictions due to runway length, and control variable limits and time lags; (2) landing gear loads and dynamics for up to five gears; (3) single and multiple engines (maximum of four) including selective engine reversing and failure; (4) drag chute and spoiler effects; (5) wheel braking (including skid-control) and selective brake failure; (6) aerodynamic ground effects; (7) aircraft carrier operations; (8) inclined runways and runway perturbations; (9) flexible or rigid airframes; 10) rudder and nose gear steering; and 11) actively controlled landing gear shock struts. Input to the AGFATL program includes data which describe runway roughness; vehicle geometry, flexibility and aerodynamic characteristics; landing gear(s); propulsion; and initial conditions such as attitude, attitude change rates, and velocities. AGFATL performs a time integration of the equations of motion and outputs comprehensive information on the airframe, state-of-maneuver logic, autopilots, control response, and aircraft loads from impact, runway roll-out, and ground operations. Flexible-body and total (elastic plus rigid-body) displacements, velocities, and accelerations are also output in the flexible-body option for up to twenty points on the aircraft. The AGFATL program is written in FORTRAN IV for batch execution and has been implemented on a CDC CYBER 170 series computer with an overlayed central memory requirement of approximately 141 (octal) of 60 bit words. The AGFATL program was last updated in 1984.

Description: GEMPAK was developed to aid designers in the generation of detailed configuration geometry. This program was written to allow the user as much flexibility as possible in his choice of configurations and detail of description desired while at the same time, keeping input requirements, program turnaround time, and cost to a minimum. The program consists of routines that generate fuselage and planar surface (wing-like) geometry and a routine that determines the true intersection of all components with the fuselage. GEMPAK consists of three major parts: the fuselage generator, the generator for planar surfaces, and the module for integrating the configuration components with the fuselage. Each component is input and generated independently. The program then scales the resulting individual geometries for compatibility and merges the components into an integrated configuration. This technique permits the user to easily make isolated changes to the configuration. There are three modes of modeling the fuselage. The first is complete lofting where the fuselage is defined analytically by three to eleven lofting curves that may be continuous or discontinuous. The user needs to input only the minimum number of points that can be fitted with conic sections for a good reproduction of his configuration. The second mode of fuselage modeling is cross-section lofting. This mode is structured around lofting data input for discrete prescribed cross-section locations. The model is not analytic in the longitudinal direction in mode two. The third mode is a point by point mode and requires that all surface points be input at discrete longitudinal locations. The model resulting from this mode is completely nonanalytic. No interpolation routines are provided in either longitudinal or cross-sectional directions. The amount of required input is least for mode one and greatest for mode three. The wing, canard, horizontal tail, fin, and elevon are all generated with a single type of calculation. There are two basic options for input to this part of the airfoil section. The first is to generate a one- or two-panel surface with basic input parameters such as aspect ratio, taper ratio, and sweep angle. A slabsided airfoil or a circular arc airfoil can be input with a minimum of input. The second is to input a point by point description of the airfoil. Once the airfoil description has been entered by either method then there are program options to change dihedral, twist, coordinate translation, angle of attack, and roll angle of the previously defined airfoil. After all of the geometry for the separate parts has been generated, then control passes to the merge section of the program. Merge calculates the intersection of all the planar surfaces with the fuselage. Input consists of program option flags and data to define the geometry of the fuselage and the wing-like portions of the aircraft. This program has been implemented in FORTRAN IV on a CDC 6000 series machine with a central memory requirement of approximately 55K (octal) of 60 bit words.

Description: For prescribed aircraft flight conditions of weight, length, Mach number and altitude, and front area balance point this program calculates the Whitman F function and the corresponding equivalent area distribution that minimize over pressure or minimum shock pressure signature utilizing the method of Seebass and George (Cornell University). The solution procedure is based upon equations for (1) the total area growth necessary for flight conditions, (2) location of the front area balancing point, (3) location of the rear area balancing point, (4) ratio of the front to rear shock, and (5) the intersection of the F function with the rear area balancing line at the rear balancing point. These five equations reduce to nonlinear equations in two unknowns which are solved iteratively using the Newton-Raphson method and a combination of the secant and bisection methods. The program is written in CDC FORTRAN IV (Version 2.3) and has been implemented on a CDC 6600 computer under the SCOPE operating system with a memory requirement of approximately 110K (octal) of 60 bit words.

Description: An experimental and computational study was carried out to investigate the parallel head-on blade-vortex interaction (BVI) and its noise generation mechanism. A shock tube, with an enlarged test section, was used to generate a compressible starting vortex which interacted with a target airfoil. The dual-pulsed holographic interferometry (DPHI) technique and airfoil surface pressure measurements were employed to obtain quantitative flow data during the BVI. A thin-layer Navier-Stokes code (BV12D), with a high-order upwind-biased scheme and a multizonal grid, was also used to simulate numerically the phenomena occurring in the head-on BVI. The detailed structure of a convecting vortex was studied through independent measurements of density and pressure distributions across the vortex center. Results indicate that, in a strong head-on BVI, the opposite pressure peaks are generated on both sides of the leading edge as the vortex approaches. Then, as soon as the vortex passes by the leading edge, the high-pressure peak suddenly moves toward the low-peak-reducing in magnitude as it moves--simultaneously giving rise to the initial sound wave. In both experiment and computation, it is shown that the viscous effect plays a significant role in head-on BVIs.

Description: A thermoviscoplastic finite element method employing the Bodner-Partom constitutve model is used to investigate the response of simplified thermal-structural models to intense local heating. The computational method formulates the problem in rate and advances the solution in time by numerical integration. The thermoviscoplastic response of simplified structures with prescribed temperatures is investigated. With rapid rises of temperature, the nickel alloy structures display initially higher yield stresses due to strain rate effects. As temperatures approach elevated values, yield stress and stiffness degrade rapidly and pronounced plastic deformation occurs.

Description: A three-bay, space, cantilever truss is probabilistically evaluated to describe progressive buckling and truss collapse in view of the numerous uncertainties associated with the structural, material, and load variables that describe the truss. Initially, the truss is deterministically analyzed for member forces, and members in which the axial force exceeds the Euler buckling load are identified. These members are then discretized with several intermediate nodes, and a probabilistic buckling analysis is performed on the truss to obtain its probabilistic buckling loads and the respective mode shapes. Furthermore, sensitivities associated with the uncertainties in the primitive variables are investigated, margin of safety values for the truss are determined, and truss end node displacements are noted. These steps are repeated by sequentially removing buckled members until onset of truss collapse is reached. Results show that this procedure yields an optimum truss configuration for a given loading and for a specified reliability.

Description: A coupled multiple-method analysis procedure for use late in conceptual design or early in preliminary design of aircraft structures is described. Using this method, aircraft wing structures are represented with equivalent plate models, and structural details such as engine/pylon structure, landing gear, or a 'stick' model of a fuselage are represented with beam finite element models. These two analysis methods are implemented in an integrated multiple-method formulation that involves the assembly and solution of a combined set of linear equations. The corresponding solution vector contains coefficients of the polynomials that describe the deflection of the wing and also the components of translations and rotations at the joints of the beam members. Two alternative approaches for coupling the methods are investigated; one using transition finite elements and the other using Lagrange multipliers. The coupled formulation is applied to the static analysis and vibration analysis of a conceptual design model of a fighter aircraft. The results from the coupled method are compared with corresponding results from an analysis in which the entire model is composed of finite elements.

Description: In the operation of airplanes, atmospheric turbulence creates a broad spectrum of problems. The nature of these problems is presented in this paper. Those that are common to both the commercial carriers and to the military fleet are discussed first. Attention is then focused on the problems that are of special concern in military operations. An aim is to bring out the need for continued effort in the gust research area.

Description: The small-crack effect, where small fatigue cracks grow faster and at lower stress-intensity factors than large cracks, has been found to be significant for many materials and loading conditions. In this paper, plasticity effects and crack-closure modelling of small fatigue cracks are reviewed. A crack-closure model with a cyclic-plastic-zone-corrected effective stress-intensity factor range (related to the cyclic J-integral) and microstructural data on crack-initiation sites were used to calculate small-crack growth rates and fatigue lives for unnotched and notched specimens made of two aluminum alloys. The crack-closure transient from the plastic wake was shown to be the dominant cause of the small-crack effect and plasticity effects on the cyclic-plastic-zone-corrected stress-intensity factor range were negligible except at extremely high stress levels. Small-crack growth rates and fatigue lives under both constant-amplitude and spectrum loading from tests and analyses agreed well.

Description: A study is made of the thermomechanical buckling of flat unstiffened composite panels with central circular cutouts. The panels are subjected to combined temperature changes and applied edge loading (or edge displacements). The analysis is based on a first-order shear deformation plate theory. A mixed formulation is used with the fundamental unknowns consisting of the generalized displacements and the stress resultants of the plate. Both the stability boundary and the sensitivity coefficients are evaluated. The sensitivity coefficients measure the sensitivity of the buckling response to variations in the different lamination and material parameters of the panel. Numerical results are presented showing the effects of the variations in the hole diameter, laminate stacking sequence, fiber orientation, and aspect ratio of the panel on the thermomechanical buckling response and its sensitivity coefficients.

Description: PATSTAGS translates PATRAN finite model data into STAGS (Structural Analysis of General Shells) input records to be used for engineering analysis. The program reads data from a PATRAN neutral file and writes STAGS input records into a STAGS input file and a UPRESS data file. It is able to support translations of nodal constraints, nodal, element, force and pressure data. PATSTAGS uses three files: the PATRAN neutral file to be translated, a STAGS input file and a STAGS pressure data file. The user provides the names for the neutral file and the desired names of the STAGS files to be created. The pressure data file contains the element live pressure data used in the STAGS subroutine UPRESS. PATSTAGS is written in FORTRAN 77 for DEC VAX series computers running VMS. The main memory requirement for execution is approximately 790K of virtual memory. Output blocks can be modified to output the data in any format desired, allowing the program to be used to translate model data to analysis codes other than STAGSC-1 (HQN-10967). This program is available in DEC VAX BACKUP format on a 9-track magnetic tape or TK50 tape cartridge. Documentation is included in the price of the program. PATSTAGS was developed in 1990. DEC, VAX, TK50 and VMS are trademarks of Digital Equipment Corporation.

Description: The Composite Structure Preliminary Sizing program, COMPSIZE, is an analytical tool which structural designers can use when doing approximate stress analysis to select or verify preliminary sizing choices for composite structural members. It is useful in the beginning stages of design concept definition, when it is helpful to have quick and convenient approximate stress analysis tools available so that a wide variety of structural configurations can be sketched out and checked for feasibility. At this stage of the design process the stress/strain analysis does not need to be particularly accurate because any configurations tentatively defined as feasible will later be analyzed in detail by stress analysis specialists. The emphasis is on fast, user-friendly methods so that rough but technically sound evaluation of a broad variety of conceptual designs can be accomplished. Analysis equations used are, in most cases, widely known basic structural analysis methods. All the equations used in this program assume elastic deformation only. The default material selection is intermediate strength graphite/epoxy laid up in a quasi-isotropic laminate. A general flat laminate analysis subroutine is included for analyzing arbitrary laminates. However, COMPSIZE should be sufficient for most users to presume a quasi-isotropic layup and use the familiar basic structural analysis methods for isotropic materials, after estimating an appropriate elastic modulus. Homogeneous materials can be analyzed as simplified cases. The COMPSIZE program is written in IBM BASICA. The program format is interactive. It was designed on an IBM Personal Computer operating under DOS with a central memory requirement of approximately 128K. It has been implemented on an IBM compatible with GW-BASIC under DOS 3.2. COMPSIZE was developed in 1985.

Description: WT was developed to calculate fan rotor power requirements and output thrust for a closed loop wind tunnel. The program uses blade element theory to calculate aerodynamic forces along the blade using airfoil lift and drag characteristics at an appropriate blade aspect ratio. A tip loss model is also used which reduces the lift coefficient to zero for the outer three percent of the blade radius. The application of momentum theory is not used to determine the axial velocity at the rotor plane. Unlike a propeller, the wind tunnel rotor is prevented from producing an increase in velocity in the slipstream. Instead, velocities at the rotor plane are used as input. Other input for WT includes rotational speed, rotor geometry, and airfoil characteristics. Inputs for rotor blade geometry include blade radius, hub radius, number of blades, and pitch angle. Airfoil aerodynamic inputs include angle at zero lift coefficient, positive stall angle, drag coefficient at zero lift coefficient, and drag coefficient at stall. WT is written in APL2 using IBM's APL2 interpreter for IBM PC series and compatible computers running MS-DOS. WT requires a CGA or better color monitor for display. It also requires 640K of RAM and MS-DOS v3.1 or later for execution. Both an MS-DOS executable and the source code are provided on the distribution medium. The standard distribution medium for WT is a 5.25 inch 360K MS-DOS format diskette in PKZIP format. The utility to unarchive the files, PKUNZIP, is also included. WT was developed in 1991. APL2 and IBM PC are registered trademarks of International Business Machines Corporation. MS-DOS is a registered trademark of Microsoft Corporation. PKUNZIP is a registered trademark of PKWare, Inc.

Description: This paper introduces a study on an Electromagnetically Levitated Vibration Isolation System (ELVIS) for isolation control of large-scale vibration. This system features no mechanical contact between the isolation table and the installation floor, using a total of four electromagnetic actuators which generate magnetic levitation force in the vertical and horizontal directions. The configuration of the magnet for the vertical direction is designed to prevent any generation of restoring vibratory force in the horizontal direction. The isolation system is set so that vibration control effects due to small earthquakes can be regulated to below 5(gal) versus horizontal vibration levels of the installation floor of up t 25(gal), and those in the horizontal relative displacement of up to 30 (mm) between the floor and levitated isolation table. In particular, studies on the relative displacement between the installation floor and the levitated isolation table have been made for vibration control in the horizontal direction. In case of small-scale earthquakes (Taft wave scaled: max. 25 gal), the present system has been confirmed to achieve a vibration isolation to a level below 5 gal. The vibration transmission ratio of below 1/10 has been achieved versus continuous micro-vibration (approx. one gal) in the horizontal direction on the installation floor.

Description: Since the late 1950's the National Aeronautics and Space Administration's Dryden Flight Research Facility has found in-flight simulation to be an invaluable tool. In-flight simulation has been used to address a wide variety of flying qualities questions, including low lift-to-drag ratio approach characteristics for vehicles like the X-15, the lifting bodies, and the space shuttle; the effects of time delays on controllability of aircraft with digital flight control systems; the causes and cures of pilot-induced oscillation in a variety of aircraft; and flight control systems for such diverse aircraft as the X-15 and the X-29. In-flight simulation has also been used to anticipate problems, avoid them, and solve problems once they appear. This paper presents an account of the in-flight simulation at the Dryden Flight Research Facility and some discussion. An extensive bibliography is included.

Description: The objective of this study is to experimentally determine an empirical model of the vibrational dynamics of the Spacecraft COntrol Laboratory Experiment (SCOLE) facility. The first two flexible modes of this test article are identified using a linear least-square identification procedure and the data utilized for this procedure are obtained by exciting the structure from a quiescent state with torque wheels. The time history data of rate gyro sensors and accelerometers due to excitation and after excitation in terms of free-decay are used in the parameter estimation of the vibrational model. The free-decay portion of the data is analyzed using the Discrete Fourier transform to determine the optimal model order to use in modelling the response. Linear least-square analysis is then used to select the parameters that best fit the output of an Autoregressive (AR) model to the data. The control effectiveness of the torque wheels is then determined using the excitation portion of the test data, again using linear least squares.

Description: A new approach to find homogeneous models for beam-like repeated flexible structures is proposed which conceptually involves two steps. The first step involves the approximation of 3-D non-homogeneous model by a 1-D periodic beam model. The structure is modeled as a 3-D non-homogeneous continuum. The displacement field is approximated by Taylor series expansion. Then, the cross sectional mass and stiffness matrices are obtained by energy equivalence using their additive properties. Due to the repeated nature of the flexible bodies, the mass, and stiffness matrices are also periodic. This procedure is systematic and requires less dynamics detail. The first step involves the homogenization from a 1-D periodic beam model to a 1-D homogeneous beam model. The periodic beam model is homogenized into an equivalent homogeneous beam model using the additive property of compliance along the generic axis. The major departure from previous approaches in literature is using compliance instead of stiffness in homogenization. An obvious justification is that the stiffness is additive at each cross section but not along the generic axis. The homogenized model preserves many properties of the original periodic model.

Description: This report will discuss the design of a liquid hydrogen fuel tank constructed from composite materials. The focus of this report is to recommend a design for a fuel tank which will be able to withstand all static and dynamic forces during manned flight. Areas of study for the design include material selection, material structural analysis, heat transfer, thermal expansion, and liquid hydrogen diffusion. A structural analysis FORTRAN program was developed for analyzing the buckling and yield characteristics of the tank. A thermal analysis Excel spreadsheet was created to determine a specific material thickness which will minimize heat transfer through the wall of the tank. The total mass of the tank was determined by the combination of both structural and thermal analyses. The report concludes with the recommendation of a layered material tank construction. The designed system will include exterior insulation, combination of metal and organize composite matrices and honeycomb.

Description: The purpose of this project was to develop a simple model which could be used to study residual stress. The mechanism that results in residual stresses in the welding process starts with the deposition of molten weld metal which heats the immediately adjacent material. After solidification of weld material, normal thermal shrinkage is resisted by the adjacent, cooler material. When the thermal strain exceeds the elastic strain corresponding to the yield point stress, the stress level is limited by this value, which decreases with increasing temperature. Cooling then causes elastic unloading which is restrained by the adjoining material. Permanent plastic strain occurs, and tension is caused in the region immediately adjacent to the weld material. Compression arises in the metal farther from the weld in order to maintain overall static equilibrium. Subsequent repair welds may add to the level of residual stresses. The level of residual stress is related to the onset of fracture during welding. Thus, it is of great importance to be able to predict the level of residual stresses remaining after a weld procedure, and to determine the factors, such as weld speed, temperature, direction, and number of passes, which may affect the magnitude of remaining residual stress. It was hoped to use traditional analytical modeling techniques so that it would be easier to comprehend the effect of these variables on the resulting stress. This approach was chosen in place of finite element methods so as to facilitate the understanding of the physical processes. The accuracy of the results was checked with some existing experimental studies giving residual stress levels found from x-ray diffraction measurements.

Description: All long-duration spacecraft in low-earth-orbit are subject to high speed impacts by meteoroids and pieces of orbital debris. The threat of damage from such impacts is a significant design consideration in the development of long duration earth-orbiting spacecraft. This report presents the results of a study whose objective was to develop an empirical model to predict the magnitude of the various cracking and through-hole creation phenomena accompanying a habitable module penetration. The significance of the work performed is that the model predictions can be fed directly into a survivability analysis to determine whether or not module unzipping would occur under a specific set of impact conditions. The likelihood of module unzipping over a structure's lifetime can also be determined in such an analysis. In addition, effective hole size predictions can be used as part of a survivability analysis to determine the time available for module evacuation prior to the onset of incapacitation due to air loss. Some of the phenomena considered include maximum petal length, maximum tip-to-tip crack distance, depth of petal deformation, number of cracks formed, orientation of the maximum tip-to-tip distance with respect to the inner wall grain direction, and the effective inner wall hole diameter.

Description: It is common practice to use split sleeve coldworking of fastener holes as a means of extending the fatigue life of metal structures. In search of lower manufacturing costs, the aerospace industry is examining the split mandrel (sleeveless) coldworking process as an alternative method of coldworking fastener holes in metal structures. The split mandrel process (SpM) significantly extends the fatigue life of metal structures through the introduction of a residual compressive stress in a manner that is very similar to the split sleeve system (SpSl). Since the split mandrel process is significantly less expensive than the split sleeve process and more adaptable to robotic automation, it will have a notable influence upon other new manufacture of metal structures which require coldworking a significant number of holes, provided the aerospace community recognizes that the resulting residual stress distributions and fatigue life improvement are the same for both processes. Considerable testing has validated the correctness of that conclusion. The findings presented in this paper represent the results of an extensive research and development program, comprising data collected from over 400 specimens fabricated from 2024-T3 and 7075-T651 aluminum alloys in varied configurations, which quantify the benefits (fatigue enhancement and cost savings) of automating a sleeveless coldworking system.

Description: The results of an analytical study of the nonlinear response of stiffened fuselage shells with long cracks are presented. The shells are modeled with a hierarchical modeling strategy that accounts for global and local response phenomena accurately. Results are presented for internal pressure and mechanical bending loads. The effects of crack location and orientation on shell response are described. The effects of mechanical fasteners on the response of a lap joint and the effects of elastic and elastic-plastic material properties on the buckling response of tension-loaded flat panels with cracks are also addressed.

Description: The indisputable 1968 C-130 fatigue/crack growth data is reviewed to obtain additional useful information on fatigue and crack growth. The proven Load Environment Model concept derived empirically from F-105D multichannel recorder data is refined to a simpler method by going from 8 to 5 variables in the spectra without a decrease in accuracy. This approach provides the true fatigue/crack growth and load environment by structural component for both fatigue and strength design. Methods are presented for defining fatigue scatter and damage at crack initiation. These design tools and criteria may be used for both metal and composite aircraft structure.

Description: R-curves were predicted for Alclad 2024-T3 and C188-T3 sheet using the results of small-coupon Kahn tear tests in combination with two-dimensional elastic-plastic finite element stress analyses. The predictions were compared to experimental R-curves from 6.3, 16 and 60-inch wide M(T) specimens and good agreement was obtained. The method is an inexpensive alternative to wide panel testing for characterizing the fracture toughness of damage-tolerant sheet alloys. The usefulness of this approach was demonstrated by performing residual strength calculations for a two-bay crack in a representative fuselage structure. C188-T3 was predicted to have a 24 percent higher load carrying capability than 2024-T3 in this application as a result of its superior fracture toughness.

Description: Cold working holes for improved fatigue life of fastener holes are widely used on aircraft. This paper presents methods used by the authors to determine the percent of cold working to be applied and to analyze fatigue crack growth of cold worked fastener holes. An elastic, perfectly-plastic analysis of a thick-walled tube is used to determine the stress field during the cold working process and the residual stress field after the process is completed. The results of the elastic/plastic analysis are used to determine the amount of cold working to apply to a hole. The residual stress field is then used to perform damage tolerance analysis of a crack growing out of a cold worked fastener hole. This analysis method is easily implemented in existing crack growth computer codes so that the cold worked holes can be used to extend the structural life of aircraft. Analytical results are compared to test data where appropriate.

Description: As part of an FAA-NLR collaborative program on structural integrity of aging aircraft, NLR carried out uniaxial and biaxial fatigue tests on riveted lap joint specimens being representative for application in a fuselage. All tests were constant amplitude tests with maximum stresses being representative for fuselage pressurization cycles and R-values of 0.1. The parameters selected in the testing program were the stress level (sigma(sub max) = 14 and 16 ksi) and the rivet spacing (0.75 and 1.0 inch). All specimens contained 3 rows of countersunk rivets, the rivet row spacing was 1 inch and the rivet orientation continuous.

Description: This is a paper on a research and development project to demonstrate a novel ultrasonic process for the field application of boron/epoxy (B/Ep) patches for repair of aircraft structures. The first phase of the project was on process optimization and testing to develop the most practical ultrasonic processing techniques. Accelerated testing and aging behavior of precured B/Ep patches, which were ultrasonically bonded to simulated B-52 wing panel assemblies, were performed by conducting flight-by-flight spectrum loading fatigue tests. The spectrum represented 2340 missions/flights or 30 years of service. The effects of steady-state applied temperature and prior exposure of the B/Ep composite patches were evaluated. Representative experimental results of this phase of the project are presented.

Description: Development of stress sequences for critical aircraft structure requires flight measured usage data, known aircraft loads, and established relationships between aircraft flight loads and structural stresses. Resulting cycle-by-cycle stress sequences can be directly usable for crack growth analysis and coupon spectra tests. Often, an expert in loads and spectra development manipulates the usage data into a typical sequence of representative flight conditions for which loads and stresses are calculated. For a fighter/trainer type aircraft, this effort is repeated many times for each of the fatigue critical locations (FCL) resulting in expenditure of numerous engineering hours. The Aircraft Stress Sequence Computer Program (ACSTRSEQ), developed by Southwest Research Institute under contract to San Antonio Air Logistics Center, presents a unique approach for making complex technical computations in a simple, easy to use method. The program is written in Microsoft Visual Basic for the Microsoft Windows environment.

Description: For substantiation of the recently certified medium range Airbus A330 and long range A340 the full scale fatigue tests are in progress. The airframe structures of both aircraft types are tested by one set of A340 specimens. The development of the fatigue test spectra for the two major test specimens which are the center fuselage and wing test and the rear fuselage test is described. The applied test load spectra allow a realistic simulation of flight, ground and pressurization loads and the finalization of the tests within the pre-defined test period. The paper contains details about the 1 g and incremental flight and ground loads and the establishment of the flight-by-flight test program, i.e., the definition of flight types, distribution of loads within the flights and randomization of flight types in repeated blocks. Special attention is given to procedures applied for acceleration of the tests, e.g. omission of lower spectrum loads and a general increase of all loads by ten percent.

Description: Effective Total Fatigue Life and Crack Growth Scatter Models are proposed. The first of them is based on the power form of the Wohler curve, fatigue scatter dependence on mean life value, cycle stress ratio influence on fatigue scatter, and validated description of the mean stress influence on the mean fatigue life. The second uses in addition are fracture mechanics approach, assumption of initial damage existence, and Paris equation. Simple formulas are derived for configurations of models. A preliminary identification of the parameters of the models is fulfilled on the basis of experimental data. Some new and important results for fatigue and crack growth scatter characteristics are obtained.

Description: Terminating action is a remedial repair which entails the replacement of shear head countersunk rivets with universal head rivets which have a larger shank diameter. The procedure was developed to eliminate the risk of widespread fatigue damage (WFD) in the upper rivet row of a fuselage lap joint. A test and evaluation program has been conducted by Foster-Miller, Inc. (FMI) to evaluate the terminating action repair of the upper rivet row of a commercial aircraft fuselage lap splice. Two full scale fatigue tests were conducted on fuselage panels using the growth of fatigue cracks in the lap joint. The second test was performed to evaluate the effectiveness of the terminating action repair. In both tests, cyclic pressurization loading was applied to the panels while crack propagation was recorded at all rivet locations at regular intervals to generate detailed data on conditions of fatigue crack initiation, ligament link-up, and fuselage fracture. This program demonstrated that the terminating action repair substantially increases the fatigue life of a fuselage panel structure and effectively eliminates the occurrence of cracking in the upper rivet row of the lap joint. While high cycle crack growth was recorded in the middle rivet row during the second test, failure was not imminent when the test was terminated after cycling to well beyond the service life. The program also demonstrated that the initiation, propagation, and linkup of WFD in full-scale fuselage structures can be simulated and quantitatively studied in the laboratory. This paper presents an overview of the testing program and provides a detailed discussion of the data analysis and results. Crack distribution and propagation rates and directions as well as frequency of cracking are presented for both tests. The progression of damage to linkup of adjacent cracks and to eventual overall panel failure is discussed. In addition, an assessment of the effectiveness of the terminating action repair and the occurrence of cracking in the middle rivet row is provided, and conclusions of practical interest are drawn.

Description: The characteristics of widespread fatigue damage (WSFD) in fuselage riveted structure were established by detailed nondestructive and destructive examinations of fatigue damage contained in a full size fuselage test article. The objectives of this work were to establish an experimental data base for validating emerging WSFD analytical prediction methodology and to identify first order effects that contribute to fatigue crack initiation and growth. Detailed examinations were performed on a test panel containing four bays of a riveted lap splice joint. The panel was removed from a full scale fuselage test article after receiving 60,000 full pressurization cycles. The results of in situ examinations document the progression of fuselage skin fatigue crack growth through crack linkup. Detailed tear down examinations and fractography of the lap splice joint region revealed fatigue crack initiation sites, crack morphology and crack linkup geometry. From this large data base, distributions of crack size and locations are presented and discussions of operative damage mechanisms are offered.

Description: The CORPUS (Computation Of Retarded Propagation Under Spectrum loading) crack growth prediction model for variable-amplitude loading, as introduced by De Koning, was based on crack closure. It includes a multiple-overload effect and a transition from plane strain to plane stress. In the modified CORPUS model an underload affected zone (ULZ) is introduced, which is significant for flight-simulation loading in view of the once per flight compressive ground load. The ULZ is associated with reversed plastic deformation induced by the underloads after crack closure has already occurred. Predictions of the crack growth fatigue life are presented for a large variety of flight-simulation test series on 2024-T3 sheet specimens in order to reveal the effects of a number of variables: the design stress level, the gust spectrum severity, the truncation level (clipping), omission of small cycles, and the ground stress level. Tests with different load sequences are also included. The trends of the effects induced by the variables are correctly predicted. The quantitative agreement between the predictions and the test results is also satisfactory.

Description: If the air-cargo market increases at the pace predicted, a new conceptual aircraft will be demanded to meet the needs of the air-cargo industry. Furthermore, it has been found that not only should this aircraft be optimized to carry the intermodal containers used by the current shipping industry, but it should also be be able to operate at existing airports. The best solution to these problems is a configuration incorporating a bi-wing planform, which has resulted in significant improvements over the monoplane in lift/drag, weight reduction, and span reduction. The future of the air-cargo market, biplane theory, wind tunnel tests, and a comparison of the aerodynamic characteristics of the biplane and monoplane are discussed. The factors pertaining to a biplane cargo transport are then examined, resulting in biplane geometric parameters.

Description: Ongoing studies being conducted not only in this country but in Europe and Asia suggest that a second generation supersonic transport, or High-Speed Civil Transport (HSCT), could become an important part of the 21st century international air transportation system. However, major environmental compatibility and economic viability issues must be resolved if the HSCT is to become a reality. This talk will overview the NASA High-Speed Research (HSR) program which is aimed at providing the U.S. industry with a technology base to allow them to consider launching an HSCT program early in the next century. The talk will also discuss some of the comparable activities going on within Europe and Japan.

Description: The minimum weight optimization of structural systems, subject to strength and displacement constraints as well as size side constraints, was investigated by the Simultaneous ANalysis and Design (SAND) approach. As an optimizer, the code NPSOL was used which is based on a sequential quadratic programming (SQP) algorithm. The structures were modeled by the finite element method. The finite element related input to NPSOL was automatically generated from the input decks of such standard FEM/optimization codes as NASTRAN or ASTROS, with the stiffness matrices, at present, extracted from the FEM code ANALYZE. In order to avoid ill-conditioned matrices that can be encountered when the global stiffness equations are used as additional nonlinear equality constraints in the SAND approach (with the displacements as additional variables), the matrix displacement method was applied. In this approach, the element stiffness equations are used as constraints instead of the global stiffness equations, in conjunction with the nodal force equilibrium equations. This approach adds the element forces as variables to the system. Since, for complex structures and the associated large and very sparce matrices, the execution times of the optimization code became excessive due to the large number of required constraint gradient evaluations, the Kreisselmeier-Steinhauser function approach was used to decrease the computational effort by reducing the nonlinear equality constraint system to essentially a single combined constraint equation. As the linear equality and inequality constraints require much less computational effort to evaluate, they were kept in their previous form to limit the complexity of the KS function evaluation. To date, the standard three-bar, ten-bar, and 72-bar trusses have been tested. For the standard SAND approach, correct results were obtained for all three trusses although convergence became slower for the 72-bar truss. When the matrix displacement method was used, correct results were still obtained, but the execution times became excessive due to the large number of constraint gradient evaluations required. Using the KS function, the computational effort dropped, but the optimization seemed to become less robust. The investigation of this phenomenon is continuing. As an alternate approach, the code MINOS for the optimization of sparse matrices can be applied to the problem in lieu of the Kreisselmeier-Steinhauser function. This investigation is underway.

Description: Computational Fluid Dynamics (or CFD) methods are very familiar to the research community. Even the general public has had some exposure to CFD images, primarily through the news media. However, very little attention has been paid to CST--Computational Structures Technology. Yet, no important design can be completed without it. During the first half of this century, researchers only dreamed of designing and building structures on a computer. Today their dreams have become practical realities as computational methods are used in all phases of design, fabrication and testing of engineering systems. Increasingly complex structures can now be built in even shorter periods of time. Over the past four decades, computer technology has been developing, and early finite element methods have grown from small in-house programs to numerous commercial software programs. When coupled with advanced computing systems, they help engineers make dramatic leaps in designing and testing concepts. The goals of CST include: predicting how a structure will behave under actual operating conditions; designing and complementing other experiments conducted on a structure; investigating microstructural damage or chaotic, unpredictable behavior; helping material developers in improving material systems; and being a useful tool in design systems optimization and sensitivity techniques. Applying CST to a structure problem requires five steps: (1) observe the specific problem; (2) develop a computational model for numerical simulation; (3) develop and assemble software and hardware for running the codes; (4) post-process and interpret the results; and (5) use the model to analyze and design the actual structure. Researchers in both industry and academia continue to make significant contributions to advance this technology with improvements in software, collaborative computing environments and supercomputing systems. As these environments and systems evolve, computational structures technology will evolve. By using CST in the design and operation of future structures systems, engineers will have a better understanding of how a system responds and lasts, more cost-effective methods of designing and testing models, and improved productivity. For informational and educational purposes, a videotape is being produced using both static and dynamic images from research institutions, software and hardware companies, private individuals, and historical photographs and drawings. The extensive number of CST resources indicates its widespread use. Applications run the gamut from simpler university-simulated problems to those requiring solutions on supercomputers. In some cases, an image or an animation will be mapped onto the actual structure to show the relevance of the computer model to the structure. Transferring the digital files to videotape presents a number of problems related to maintaining the quality of the original image, while still producing a broadcast quality videotape. Since researchers normally do not create a computer image using traditional composition theories or video production requirements, often the image loses some of its original digital quality and impact when transferred to videotape. Although many CST images are currently available, those that are edited into the final project must meet two important criteria: they must complement the narration, and they must be broadcast quality when recorded on videotape.

Description: Thermal stress analyses are an important aspect in the development of aerospace vehicles at NASA-LaRC. These analyses require knowledge of the temperature distributions within the vehicle structures which consequently necessitates the need for accurate thermal property data. The overall goal of this ongoing research effort is to develop methodologies for the estimation of the thermal property data needed to describe the temperature responses of these complex structures. The research strategy undertaken utilizes a building block approach. The idea here is to first focus on the development of property estimation methodologies for relatively simple conditions, such as isotropic materials at constant temperatures, and then systematically modify the technique for the analysis of more and more complex systems, such as anisotropic multi-component systems. The estimation methodology utilized is a statistically based method which incorporates experimental data and a mathematical model of the system. Several aspects of this overall research effort were investigated during the time of the ASEE summer program. One important aspect involved the calibration of the estimation procedure for the estimation of the thermal properties through the thickness of a standard material. Transient experiments were conducted using a Pyrex standard at various temperatures, and then the thermal properties (thermal conductivity and volumetric heat capacity) were estimated at each temperature. Confidence regions for the estimated values were also determined. These results were then compared to documented values. Another set of experimental tests were conducted on carbon composite samples at different temperatures. Again, the thermal properties were estimated for each temperature, and the results were compared with values obtained using another technique. In both sets of experiments, a 10-15 percent off-set between the estimated values and the previously determined values was found. Another effort was related to the development of the experimental techniques. Initial experiments required a resistance heater placed between two samples. The design was modified such that the heater was placed on the surface of only one sample, as would be necessary in the analysis of built up structures. Experiments using the modified technique were conducted on the composite sample used previously at different temperatures. The results were within 5 percent of those found using two samples. Finally, an initial heat transfer analysis, including conduction, convection and radiation components, was completed on a titanium sandwich structural sample. Experiments utilizing this sample are currently being designed and will be used to first estimate the material's effective thermal conductivity and later to determine the properties associated with each individual heat transfer component.

Description: The tiltrotor aircraft is a flight vehicle which combines the efficient low speed (i.e., take-off, landing, and hover) characteristics of a helicopter with the efficient cruise speed of a turboprop airplane. A well-known example of such vehicle is the Bell-Boeing V-22 Osprey. The high cruise speed and range constraints placed on the civil tiltrotor require a relatively thin wing to increase the drag-divergence Mach number which translates into lower compressibility drag. It is required to reduce the wing maximum thickness-to-chord ratio t/c from 23% (i.e., V-22 wing) to 18%. While a reduction in wing thickness results in improved aerodynamic efficiency, it has an adverse effect on the wing structure and it tends to reduce structural stiffness. If ignored, the reduction in wing stiffness leads to susceptibility to aeroelastic and dynamic instabilities which may consequently cause a catastrophic failure. By taking advantage of the directional stiffness characteristics of composite materials the wing structure may be tailored to have the necessary stiffness, at a lower thickness, while keeping the weight low. The goal of this study is to design a wing structure for minimum weight subject to structural, dynamic and aeroelastic constraints. The structural constraints are in terms of strength and buckling allowables. The dynamic constraints are in terms of wing natural frequencies in vertical and horizontal bending and torsion. The aeroelastic constraints are in terms of frequency placement of the wing structure relative to those of the rotor system. The wing-rotor-pylon aeroelastic and dynamic interactions are limited in this design study by holding the cruise speed, rotor-pylon system, and wing geometric attributes fixed. To assure that the wing-rotor stability margins are maintained a more rigorous analysis based on a detailed model of the rotor system will need to ensue following the design study. The skin-stringer-rib type architecture is used for the wing-box structure. The design variables include upper and lower skin ply thicknesses and orientation angles, spar and rib web thicknesses and cap areas, and stringer cross-sectional areas. These design variables will allow the maximum tailoring of the structure to meet the design requirements most efficiently. Initial dynamic analysis has been conducted using MSC/NASTRAN to determine the baseline wing's frequencies and mode shapes. For the design study we intend to use the finite-element based code called WIDOWAC (Wing Design Optimization With Aeroeastic Constraints) that was developed at NASA Langley in early 1970's for airplane wing structural analysis and preliminary design. Currently, the focus is on modification and validation of this code which will be used for the civil tiltrotor design efforts.

Description: The previous design philosophies involving safe life, fail-safe and damage tolerance concepts become inadequate for assuring the safety of aging aircraft structures. For example, the failure mechanism for the Aloha Airline accident involved the coalescence of undetected small cracks at the rivet holes causing a section of the fuselage to peel open during flight. Therefore, the fuselage structure should be designed to have sufficient residual strength under worst case crack configurations and in-flight load conditions. Residual strength is interpreted as the maximum load carrying capacity prior to unstable crack growth. Internal pressure and bending moment constitute the two major components of the external loads on the fuselage section during flight. Although the stiffeners in the form of stringers, frames and tear straps sustain part of the external loads, the significant portion of the load is taken up by the skin. In the presence of a large crack in the skin, the crack lips bulge out with considerable yielding; thus, the geometric and material nonlinearities must be included in the analysis for predicting residual strength. Also, these nonlinearities do not permit the decoupling of in-plane and out-of-plane bending deformations. The failure criterion combining the concepts of absorbed specific energy and strain energy density addresses the aforementioned concerns. The critical absorbed specific energy (local toughness) for the material is determined from the global specimen response and deformation geometry based on the uniaxial tensile test data and detailed finite element modeling of the specimen response. The use of the local toughness and stress-strain response at the continuum level eliminates the size effect. With this critical parameter and stress-strain response, the finite element analysis of the component by using STAGS along with the application of this failure criterion provides the stable crack growth calculations for residual strength predictions.

Description: A sandwich construction consists of a low-density core material with high strength face sheets bounded to the top and bottom surfaces. The construction has been widely used in the aerospace and marine industries due to its outstanding characteristics such as noise absorption, weight minimization, heat insulation, and better bending stiffness. In sandwich structures used in high-performance aircraft, the face sheets are often made of fiber-reinforced composite materials and the core is made of honeycomb. The structures may also have variable thickness so as to satisfy aerodynamic requirements. In the stress analysis, the constant-thickness face sheets are usually considered as membrane and the core is assumed to be inextensible but deformable in the thickness direction. The static behavior of variable-thickness, isotropic and homogeneous sandwich beams was successfully studied by employing a constant-thickness theory but allowing stiffnesses to vary in accordance with local thickness variations. It has been recently found in a refined theory that the analyses based on the constant thickness theory locally can lead to significant errors in structural responses if the sandwich beam is thickness-tapered and the cores are deformable in transverse shear. The errors arise mainly from two factors: (1) the transverse shear components of the membrane forces in the face sheets alter the transverse shears carried by the core; and (2) the face-sheet membrane strains arise from transverse shear deformation of the core. In practice the variable thickness may not only exist in core but also in face sheets. The thickness-variations may even be a type of step function. In this case the transverse shear stress in the face sheets and bending stress in the core should be taken into account in the refined theory mentioned. In the present study, energy principles are employed in deriving governing equations for general bending of anisotropic sandwich beams with variable thickness in both face sheets and cores. Solutions to these equations are based on a finite difference scheme. As an example in application, a simply supported thickness-tapered sandwich beam subject to a concentrated load at its center is considered. Let W' be the maximum deflection of the beam in which face sheets are considered as membrane, while W'' is that based on using the modified refined theory. It is found that W' is always larger than W'', however, the magnitude of (W'- W'') appears to be insensitive to the change of the taper of the beam.

Description: This work concerns fracture mechanics modeling of composite delamination problems. In order to predict delamination resistance, an applied stress intensity factor, K, or energy release rate, G, must be compared to a mode-dependent critical value of K or G from experiment. In the interfacial fracture analysis of most applications and some tests, the mode of crack extension is not uniquely defined. It is instead a function of distance from the crack tip due to the oscillating singularity existing at the tip. In this work, a consistent method is presented of extracting crack extension modes in such cases. In particular, use of the virtual crack closure technique (VCCT) to extract modes of crack extension is studied for cases of a crack along the interface between two in-plane orthotropic materials. Modes of crack extension extracted from oscillatory analyses using VCCT are a function of the virtual crack extension length, delta. Most existing efforts to obtain delta-independent modes of crack extension involve changing the analysis in order to eliminate its oscillatory nature. One such method involves changing one or more properties of the layers to make the oscillatory exponent parameter, epsilon, equal zero. Standardized application of this method would require consistent criteria for identifying which properties can be altered without changing the physical aspects of the problem. Another method involves inserting a thin homogeneous layer (typically referred to as a resin interlayer) along the interface and placing the crack within it. The drawbacks of this method are that it requires increased modeling effort and introduces the thickness of the interlayer as an additional length parameter. The approach presented here does not attempt to alter the interfacial fracture analysis to eliminate its oscillatory behavior. Instead, the argument is made that the oscillatory behavior is non-physical and that if its effects were separated from VCCT quantities, then consistent, delta-independent modes of crack extension could be defined. Knowledge of the near-tip fields in a planar orthotropic material interfacial fracture analysis is used to determine the explicit delta dependence of VCCT parameters. Once this delta dependence is determined, energy release rates are defined with this delta dependence factored out. This modified VCCT method is applied to results from two finite element test cases. It is shown that, as predicted, delta-independent modes of crack extension result. The modified VCCT approach shows potential as a consistent method of extracting crack extension modes. It uses the same information from a finite element analysis (i.e., nodal forces and displacements) as the traditional VCCT method does. The A-independent modes extracted using the modified VCCT approach can also be used as guides to test the convergence of finite element solutions.

Description: Stiffened panels were fabricated from ARALL-3 and GLARE-3 laminates for the purpose of providing improved structural performance of lower wing panels for aircraft. To verify the designs fatigue crack growth and residual strength tests were conducted and compared to those for conventional monolithic aluminum panels.

Description: The optical method of caustics has been successfully extended to enable stress intensity factors as low as 1MPa square root of m to be determined accurately for central fatigue cracks in 2024-T3 aluminium alloy test panels. The feasibility of using this technique to study crack closure, and to determine the effective stress intensity factor range, Delta K(sub eff), has been investigated. Comparisons have been made between the measured values of stress intensity factor, K(sub caus), and corresponding theoretical values, K(sub theo), for a range of fatigue cracks grown under different loading conditions. The values of K(sub caus) and K(sub theo) were in good agreement at maximum stress, where the cracks are fully open, while K(sub caus) exceeded K(sub theo) at minimum stress, due to crack closure. However, the levels of crack closure and values of Delta K(sub eff) obtained could not account for the variations of crack growth rate with loading conditions. It is concluded that the values of Delta K(sub eff), based on caustic measurements in a 1/square root of r stress field well outside the plastic zone, do not fully reflect local conditions which control crack tip behavior.

Description: Fatigue crack growth tests were conducted on an Fe 510 E C-Mn steel and a submerged arc welded joint from the same material under constant, variable, and random loading amplitudes. Paris-Erdogan's crack growth rate law was tested for the evaluation of m and C using the stress intensity factor K, the J-integral, the effective stress intensity factor K(sub eff), and the root mean square stress intensity factor K(sub rms) fracture mechanics concepts. The effect of retardation and residual stresses resulting from welding was also considered. It was found that all concepts gave good life predictions in all cases.

Description: Economic and safe operation of the flight vehicles flying beyond their initial design life calls for an in-depth structural integrity evaluation of all components with potential for catastrophic damages. Fuselage panels with cracked skin and/or stiffening elements is one such example. A three level analytical approach is developed to analyze the pressurized fuselage stiffened shell panels with damaged skin or stiffening elements. A global finite element analysis is first carried out to obtain the load flow pattern through the damaged panel. As an intermediate step, the damaged zone is treated as a spatially three-dimensional structure modeled by plate and shell finite elements, with all the neighboring elements that can alter the stress state at the crack tip. This is followed by the Schwartz-Neumann alternating method for local analysis to obtain the relevant crack tip parameters that govern the onset of fracture and the crack growth. The methodology developed is generic in nature and aims at handling a large fraction of problem areas identified by the Industry Committee on Wide-Spread Fatigue Damage.

Description: Newman crack-closure model and the relevant crack growth program were applied to the analysis of crack growth under constant amplitude and aircraft spectrum loading on a number of aluminum alloy materials. The analysis was performed for available test data of 2219-T851, 2024-T3, 2024-T351, 7075-T651, 2324-T39, and 7150-T651 aluminum materials. The results showed that the constraint factor is a significant factor in the method. The determination of the constraint factor is discussed. For constant amplitude loading, satisfactory crack growth lives could be predicted. For the above aluminum specimens, the ratio of predicted to experimental lives, Np/Nt, ranged from 0.74 to 1.36. The mean value of Np/Nt was 0.97. For a specified complex spectrum loading, predicted crack growth lives are not in very good agreement with the test data. Further effort is needed to correctly simulate the transition between plane strain and plane stress conditions, existing near the crack tip.

Description: Load separation is the representation of the load in the test records of geometries containing cracks as a multiplication of two separate functions: a crack geometry function and a material deformation function. Load separation is demonstrated in the test records of several two-dimensional geometries such as compact tension geometry, single edge notched bend geometry, and center cracked tension geometry and three-dimensional geometries such as semi-elliptical surface crack. The role of load separation in the evaluation of the fracture parameter J-integral and the associated factor eta for two-dimensional geometries is discussed. The paper also discusses the theoretical basis and the procedure for using load separation as a simplified yet accurate approach for plastic J evaluation in semi-elliptical surface crack which is a three-dimensional geometry. The experimental evaluation of J, and particularly J(sub pl), for three-dimensional geometries is very challenging. A few approaches have been developed in this regard and they are either complex or very approximate. The paper also presents the load separation as a mean to identify the blunting and crack growth regions in the experimental test records of precracked specimens. Finally, load separation as a methodology in elastic-plastic fracture mechanics is presented.

Description: Crack initiation in notched elements occurs very early in the fatigue life. This is also true for riveted lap joints, an important fatigue critical element of a pressurized fuselage structure. Crack nucleation in a riveted lap joint can occur at different locations, depending on the riveting operation. It can occur at the edge of the rivet hole, at a small distance away from the hole, but still with subsequent crack growth through the hole, and ahead of the hole with a crack no longer passing through the hole. Moreover, crack nucleation can occur in the top row at the countersunk holes (outer sheet) or in the bottom row at the non-countersunk holes. Fractographic evidence is shown. The initial growth of the small cracks occurs as an (invisible) part through crack. As a consequence, predictions on the crack initiation life are problematic. After a though crack is present, the major part of the fatigue life has been consumed. There is still an apparent lack of empirical data on crack growth and residual strength of riveted lap joints, five years after the Aloha accident. Such data are very much necessary for further developments of prediction models. Some test results are presented.

Description: This paper develops improved stochastic models for the description of a large variety of fatigue crack growth phenomena that occur in components of considerable importance to the functionality and reliability of complex engineering structures. In essence, the models are based on the McGill-Markov and Closure-Lognormal stochastic processes. Not only do these models have the capability of predicting the statistical dispersion of crack growth rates, they also, by incorporating the concept of crack closure, have the capability of transferring stochastic crack growth properties measured under ideal laboratory conditions to situations of industrial significance, such as those occurring under adverse loading and/or environmental conditions. The primary data required in order to be in a position to estimate the pertinent parameters of these stochastic models are obtained from a statistically significant number of replicate tests. In this paper, both the theory and the experimental technique are illustrated using a Ti-6Al-4V alloy. Finally, important structural integrity, reliability, availability and maintainability concepts are developed and illustrated.

Description: Some of the environments and loads experienced by the Space Shuttle or future reusable space vehicles are unique, while others are similar to those encountered by commercial and/or military aircraft. Prior to the Space Transportation System (STS) flights, fatigue loads spectra were generated for the Space Shuttle based on anticipated environments and assumptions that were shown not to be applicable to the actual flight environments the vehicle experienced. This resulted in the need to generate a new cycle of fatigue loads spectra, which was based on measured flight data as well as mission profiles, reflecting the various types of service and operations the vehicle and payloads experienced.

Description: Recent developments in advanced monitoring systems used in conjunction with tracking structural integrity of rotary-wing aircraft are explained. The paper describes: (1) an overview of rotary-wing aircraft flight parameters that are critical to the aircraft loading conditions and each parameter's specific requirements in terms of data collection and processing; (2) description of the monitoring system and its functions used in a survey of rotary-wing aircraft; and (3) description of the method of analysis used for the data. The paper presents a newly-developed method in compiling flight data. The method utilizes the maneuver sequence of events in several pre-identified flight conditions to describe various flight parameters at three specific weight ranges.

Description: The purpose of this view-graph presentation is a computational investigation of the closed-loop output feedback control of a Euler-Bernoulli beam based on finite element approximation. The observer is part of the classical observer plus state feedback control, but it is finite-dimensional. In the theoretical work on the subject it is assumed (and sometimes proved) that increasing the number of finite elements will improve accuracy of the control. In applications, this may be difficult to achieve because of numerical problems. The main difficulty in computing the observer and simulating its work is the presence of high frequency eigenvalues in the finite-element model and poor numerical conditioning of some of the system matrices (e.g. poor observability properties) when the dimension of the approximating system increases. This work dealt with some of these difficulties.

Description: We report on impact experiments using soda-lime glass spheres of 3.2 mm diameter and aluminum targets (1100 series). The purpose is to assist in the interpretation of LDEF instruments and in the development of future cosmic-dust collectors in low-Earth orbit. Because such instruments demand understanding of both the cratering and penetration process, we typically employ targets with thicknesses that range from massive, infinite half-space targets, to ultrathin films. This report addresses a subset of cratering experiments that were conducted to fine-tune our understanding of crater morphology as a function of impact velocity. Also, little empirical insight exists about the physical distribution and shock-metamorphism of the impactor residues as a function of encounter speed, despite their recognized significance in the analysis of space-exposed surfaces. Soda-lime glass spheres were chosen as a reasonable analog to extraterrestrial silicates, and aluminum 1100 was chosen for targets, which among the common Al-alloys, best represents the physical properties of high-purity aluminum. These materials complement existing impact studies that typically employed metallic impactors and less ductile Al-alloys. We have completed dimensional analyses of the resulting craters and are in the process of investigating the detailed distribution of the unmelted and melted impactor residues via SEM methods, as well as potential compositional modifications of the projectile melts via electron microprobe.

Description: The Federal Aviation Administration (FAR PART 25) requires that a structure carry ultimate load with nonvisible impact damage and carry 70 percent of limit flight loads with discrete damage. The Air Force has similar criteria (MIL-STD-1530A). Both civilian and military structures are designed by a building block approach. First, critical areas of the structure are determined, and potential failure modes are identified. Then, a series of representative specimens are tested that will fail in those modes. The series begins with tests of simple coupons, progresses through larger and more complex subcomponents, and ends with a test on a full-scale component, hence the term 'building block.' In order to minimize testing, analytical models are needed to scale impact damage and residual strength from the simple coupons to the full-scale component. Using experiments and analysis, the present paper illustrates that impact damage can be better understood and scaled using impact force than just kinetic energy. The plate parameters considered are size and thickness, boundary conditions, and material, and the impact parameters are mass, shape, and velocity.

Description: An efficient numerical approach for the design of optimal aerodynamic shapes is presented in this paper. The objective of any optimization problem is to find the optimum of a cost function subject to a certain state equation (Governing equation of the flow field) and certain side constraints. As in classical optimal control methods, the present approach introduces a costate variable (Language multiplier) to evaluate the gradient of the cost function. High efficiency in reaching the optimum solution is achieved by using a multigrid technique and updating the shape in a hierarchical manner such that smooth (low-frequency) changes are done separately from high-frequency changes. Thus, the design variables are changed on a grid where their changes produce nonsmooth (high-frequency) perturbations that can be damped efficiently by the multigrid. The cost of solving the optimization problem is approximately two to three times the cost of the equivalent analysis problem.

Description: Composite materials display strength characteristics that are similar to those of brittle ceramics, whose strengths are known to decrease with increasing volume for a uniform state of stress (size effect) and also are dependent on stress distribution. These similarities raise the question of whether there is also a size effect in composite materials and structures. There is significant, but inconclusive experimental evidence for the existence of a size effect in composites. Macroscopic and micromechanical statistical models have been developed which predict a size effect and are in general agreement with experimental data. The existence of a significant size effect in composites would be of great importance. For example, it would mean that use of standard test coupons to establish design allowables for large structures could be very nonconservative. Further, it would be necessary to analyze the strength of large composite structures using statistical methods, as is done for ceramics.

Description: Material defects may be introduced willingly or unwillingly during material manufacturing and structural component fabrication stages. Their presence in the material plays a dominant role in determining the material's strength and the associate failure mechanisms. In the sense that the size and the number of defects may increase with the volume of the material, the effect of dimensional scaling may manifest itself in the dependence of material strength on volume. Or, alternatively, there may exist a scaling effect of material defects. In fiber-reinforced composites, manufacturing or fabrication defects may come in several forms: matrix voids, matrix microcracks, fiber misalignment, broken fibers, or interface disbonds, just to mention a few. These are interacting and competing defects in the sense that one type of defect may become dominant under one stress condition and another type of defect may become dominant under a different stress condition. This happens because the fiber reinforcement network, together with the distribution of defects, constitutes the prime microstructure of the composite, and there exist continued interactions between the evolving microstructure and the distribution of defects. In the process, the scaling effects of defects are complicated by this interaction. In this presentation, the scaling effects of defects in fiber-reinforced composites will be briefly discussed with the introduction of the concept of effective defects. It is then shown with the aid of some actual experimental and analysis results that the scaling effects are very much present, but they are regulated by the characteristic dimension of the composite microstructure due to the aforementioned microstructure-defect interaction effect.

Description: This presentation afforded the opportunity to look back in the literature to discover scaling effects in nature that might be relevant to composites. Numerous examples were found in nature's approaches to wood, teeth, horns, leaves, eggs, feathers, etc. Nature transmits tensile forces rigidly with cohesive bonds, while dealing with compression forces usually through noncompressible hydraulics. The optimum design scaling approaches for aircraft were also reviewed for comparison with similitude laws. Finally, some historical evidence for the use of Weibull scaling in composites was reviewed.

Description: This paper presents a number of observations on the effect of specimen scale on the compression response of composite materials. Work on this topic was motivated by observations that thick-walled, unstiffened carbon reinforced cylinders subjected to hydrostatic pressure were not reaching inplane laminate stress levels at failure expected from coupon level properties, while similar cylinders reinforced with fiberglass were. Results from a study on coupon strength of (0/0/90) laminates, reinforced with AS4 carbon fiber and S2 glass fiber, are presented and show that compression strength is not a function of material or specimen thickness for materials that have the same laminate quality (autoclave cured quality). Actual laminate compression strength was observed to decrease with increasing thickness, but this is attributed to fixture restraint effects on coupon response. The hypothesis drawn from the coupon level results is further supported by results from a compression test on a thick carbon reinforced coupon in a fixture with reduced influence on specimen response and from a hydrostatic test on an unstiffened carbon reinforced cylinder subjected to hydrostatic pressure with end closures designed to minimize their effect on cylinder response.

Description: Impact damage in fiber composite structures remains of much concern, and is often the limiting factor in establishing allowable strain levels. The complexity of impact damage formation usually dictates that experiments are required, but scaling of results from small laboratory scale specimens to large structures introduces additional uncertainty into the analysis. This presentation gives the results of an analytical and experimental investigation intended to develop procedures for prediction of damage formation and subsequent strength loss, with particular emphasis on scaling of results with respect to structure size. The experimental investigation involved both drop-weight and airgun impact on carbon/epoxy plates and cylinders. Five sizes of plates ranging from 50 by 50 by 1.072 mm to 250 by 250 by 5.36 mm, and two sizes of cylinders with diameters of 96.5 and 319 mm, were employed in the experimental program. Impact tests were carried out over a range of impact conditions, and specimens were inspected for damage by C-scan and deplying. Analysis procedures were developed for both quasistatic and dynamic impacts for both the plates and cylinders. As has been reported previously, comparison of predicted structural response and measured surface strains was quite good over the entire range of sizes employed in the program. The damage formation and strength loss after impact showed a number of interesting features that are significant with respect to scaling of size. The extent of delamination was observed to increase with specimen size more than would be expected if stresses controlled the delamination extent. This was explained on the basis that delamination is controlled by energy release rates, and thus incorporates the usual dependence on the absolute size characteristic of fracture mechanics. Additionally, the experiments indicated that delamination initiated at matrix cracks and is dependent on the absolute size of the ply group thicknesses. Both the initiation and propagation of delamination are seen to be controlled by fracture mechanics parameters, and thus show specific dependence on size that must be accounted for in extrapolating results from laboratory scale tests to full size structures.

Description: In this presentation we discuss a new theoretical model and supporting experimental results for the strength and lifetime in creep rupture of unidirectional, carbon fiber/epoxy matrix composites at ambient conditions. First we review the 'standard' Weibull/power-law methodology that has been standard practice. Then we discuss features of a recent model which build on the statistical aspects of fiber strength, micromechanical aspects of stress transfer around fiber breaks, and time-dependent creep of the matrix. The model is applied to 'microcomposites' consisting of seven fibers in a matrix for which strength and creep-rupture data are available. The model yields Weibull distributions in an envelope format for both strength and lifetime. The respective shape, scale and power-law parameters depend on such parameters as the Weibull shape parameter for fiber strength, the exponent for matrix creep, the effective load transfer length (which grows in time due to matrix creep) and the critical cluster size for failed fibers. The experimental results are consistent with the theory, though time-dependent debonding appears to be part of the failure process.

Description: Research on damage mechanisms and ultimate strength of composite materials relevant to scaling issues will be addressed in this viewgraph presentation. The use of fracture mechanics and Weibull statistics to predict scaling effects for the onset of isolated damage mechanisms will be highlighted. The ability of simple fracture mechanics models to predict trends that are useful in parametric or preliminary designs studies will be reviewed. The limitations of these simple models for complex loading conditions will also be noted. The difficulty in developing generic criteria for the growth of these mechanisms needed in progressive damage models to predict strength will be addressed. A specific example for a problem where failure is a direct consequence of progressive delamination will be explored. A damage threshold/fail-safety concept for addressing composite damage tolerance will be discussed.

Description: The objective is to observe size (scale) effects in (1) fiber dominated laminates and bolted joints, (2) adhesive (matrix) dominated bonded joints with fiber dominated laminate adherends, and (3) matrix dominated laminates. Selected literature on scale effects is reviewed with comments and test data from one source that is analyzed for predicted and actual scale effects utilizing uniaxial loaded static strength, spectrum fatigue residual strength, and spectrum fatigue lifetime test results. Causes of scale effects are discussed, the results are summarized, and conclusions are made.

Description: An experimental study was conducted to determine the effects of ply thickness in composite laminates on thermally induced cracking and changes in the coefficient of thermal expansion, CTE. A graphite-epoxy composite material, P75/ERL 1962, in thin (1 mil) and thick (5 mils) prepregs was used to make cross-ply laminates, ((0/90)(sub n))s, with equal total thickness (n=2, n=10) and cross-ply laminates with the same total number of plies (n=2). Specimens of each laminate configuration were cycled up to 1500 times between -250 and 250 F. Thermally induced microdamage was assessed as a function of the number of cycles as was the change in CTE. The results showed that laminates fabricated with thin-plies microcracked at significantly different rates and reached significantly different equilibrium crack densities than the laminate fabricated with thick-ply and n=2. The CTE of thin-ply laminates was less affected by thermal cycling and damage than the CTE of thick-ply laminates. These differences are attributed primarily to differences in interply constraints. Observed effects of ply thickness on crack density was qualitatively predicted by a combined shear-lag stress/energy method.

Description: The first few viewgraphs describe the general solution properties of linear elasticity theory which are given by the following two statements: (1) for stress B.C. on S(sub sigma) and zero displacement B.C. on S(sub u) the altered displacements u(sub i)(*) and the actual stresses tau(sub ij) are elastically dependent on Poisson's ratio nu alone: thus the actual displacements are given by u(sub i) = mu(exp -1)u(sub i)(*); and (2) for zero stress B.C. on S(sub sigma) and displacement B.C. on S(sub u) the actual displacements u(sub i) and the altered stresses tau(sub ij)(*) are elastically dependent on Poisson's ratio nu alone: thus the actual stresses are given by tau(sub ij) = E tau(sub ij)(*). The remaining viewgraphs describe the minimum parameter formulation of the general classical laminate theory plate problem as follows: The general CLT plate problem is expressed as a 3 x 3 system of differential equations in the displacements u, v, and w. The eighteen (six each) A(sub ij), B(sub ij), and D(sub ij) system coefficients are ply-weighted sums of the transformed reduced stiffnesses (bar-Q(sub ij))(sub k); the (bar-Q(sub ij))(sub k) in turn depend on six reduced stiffnesses (Q(sub ij))(sub k) and the material and geometry properties of the k(sup th) layer. This paper develops a method for redefining the system coefficients, the displacement components (u,v,w), and the position components (x,y) such that a minimum parameter formulation is possible. The pivotal steps in this method are (1) the reduction of (bar-Q(sub ij))(sub k) dependencies to just two constants Q(*) = (Q(12) + 2Q(66))/(Q(11)Q(22))(exp 1/2) and F(*) - (Q(22)/Q(11))(exp 1/2) in terms of ply-independent reference values Q(sub ij); (2) the reduction of the remaining portions of the A, B, and D coefficients to nondimensional ply-weighted sums (with 0 to 1 ranges) that are independent of Q(*) and F(*); and (3) the introduction of simple coordinate stretchings for u, v, w and x,y such that the process is neatly completed.

Description: Scale model graphite-epoxy composite specimens were fabricated using the 'sub-ply level' approach and tested as beam-columns under an eccentric axial load to determine the effect of specimen size on flexural response and failure. In the current research project, although the fiber diameters are not scaled, the thickness of the pre-preg material itself has been scaled by adjusting the number of fibers through the thickness of a single ply. Three different grades of graphite-epoxy composite material (AS4/3502) were obtained from Hercules, Inc., in which the number of fibers through the thickness of a single ply was reduced (Grade 190 with 12 to 16 fibers, Grade 95 with 6 to 8 fibers, and Grade 48 with 3 to 4 fibers). Thus, using the sub-ply level approach, a baseline eight ply quasi-isotropic laminate could be fabricated using either the Grade 48 or Grade 95 material and the corresponding full-scale laminate would be constructed from Grade 95 or standard Grade 190 material, respectively. Note that in the sub-ply level approach, the number of ply interfaces is constant for the baseline and full-scale laminates. This is not true for the ply level and sublaminate level scaled specimens. The three grades of graphite-epoxy composite material were used to fabricate scale model beam-column specimens with in-plane dimensions of 0.5*n x 5.75*n, where n=1,2,4 corresponsing to 1/4, 1/2, and full-scale factors. Angle ply, cross ply, and quasi-isotropic laminate stacking sequences were chosen for the investigation and the test matrices for each laminate type are given. Specimens in each laminate family with the same in-plane dimensions but different thicknesses were tested to isolate the influence of the thickness dimension on the flexural response and failure. Also, specific lay-ups were chosen with blocked plies and dispersed plies for each laminate type. Specimens were subjected to an eccentric axial load until failure. The load offset was introduced through a set of hinges which were attached to the platens of a standard load test machine. Three sets of geometrically scaled hinges were used to ensure that scaled loading conditions were applied. This loading condition was chosen because it promotes large flexural deformations and specimens fail at the center of the beam, away from the grip supports. Five channels of data including applied vertical load, end shortening displacement, strain from gages applied back-to-back at the midspan of the beam, and rotation of the hinge from a bubble inclinometer were recorded for each specimen. The beam-column test configuration was used previously to study size effects in ply level scaled composite specimens of the same material system, sizes, and stacking sequences. Thus, a direct comparison between the two scaling approaches is possible. Ply level scaled beam-columns with angle ply, cross ply, and quasi-isotropic lay-ups exhibited no size dependencies in the flexural response, but significant size effects in strength. The reduction in strength with increasing specimen size was not predicted successfully by analysis techniques. It is anticipated that results from this investigation will lead to a better understanding of the strength scale effect in composite structures.

Description: Slow deformation modes of forming give considerably higher residual fatigue life of the airframe part. It has experimentally proven that fatigue life of complicated shape integral airframe panels made of high strength aluminum alloys is significantly increased after creep deformation process. To implement the slow deformation mode forming methods, universal automated equipment was developed. Multichannel forming systems provide high accuracy of airframe part shape eliminating residual stresses and spring effect. Forming process multizone control technology was developed and experimentally proved that static/fatigue properties of formed airframe parts are increased.

Description: This paper presents recent results from a program in the Boeing Commercial Airplane Group to study the behavior of cracks in fuselage structures. The goal of this program is to improve methods for analyzing crack growth and residual strength in pressurized fuselages, thus improving new airplane designs and optimizing the required structural inspections for current models. The program consists of full-scale experimental testing of pressurized fuselage panels in both wide-body and narrow-body fixtures and finite element analyses to predict the results. The finite element analyses are geometrically nonlinear with material and fastener nonlinearity included on a case-by-case basis. The analysis results are compared with the strain gage, crack growth, and residual strength data from the experimental program. Most of the studies reported in this paper concern the behavior of single or multiple cracks in the lap joints of narrow-body airplanes (such as 727 and 737 commercial jets). The phenomenon where the crack trajectory is curved creating a 'flap' and resulting in a controlled decompression is discussed.

Description: The small fatigue crack problem is critically reviewed from the perspective of airframe applications. Different types of small cracks-microstructural, mechanical, and chemical-are carefully defined and relevant mechanisms identified. Appropriate analysis techniques, including both rigorous scientific and practical engineering treatments, are briefly described. Important materials data issues are addressed, including increased scatter in small crack data and recommended small crack test methods. Key problems requiring further study are highlighted.

Description: Thirty-six years ago the United States Air Force established the USAF Aircraft Structural Integrity Program (ASIP) because flight safety had been degraded by fatigue failures of operational aircraft. This initial program evolved, but has been stable since the issuance of MIL-STD-1530A in 1975. Today, the program faces new challenges because of a need to maintain aircraft longer in an environment of reduced funding levels. Also, there is increased pressure to reduce cost of the acquisition of new aircraft. It is the purpose of this paper to discuss the challenges for the ASIP and identify the changes in the program that will meet these challenges in the future.

Description: In this paper, a nonlinear bulging factor is derived using a strain energy approach combined with dimensional analysis. The functional form of the bulging factor contains an empirical constant that is determined using R-curve data from unstiffened flat and curved panel tests. The determination of this empirical constant is based on the assumption that the R-curve is the same for both flat and curved panels.

Description: Fracture behavior is characteristics of a dramatic loss of strength compared to elastic deformation behavior. Fracture parameters have been developed and exhibit a range within which each is valid for predicting growth. Each is limited by the assumptions made in its development: all are defined within a specific context. For example, the stress intensity parameters, K, and the crack driving force, G, are derived using an assumption of linear elasticity. To use K or G, the zone of plasticity must be small as compared to the physical dimensions of the object being loaded. This insures an elastic response, and in this context, K and G will work well. Rice's J-integral has been used beyond the limits imposed on K and G. J requires an assumption of nonlinear elasticity, which is not characteristic of real material behavior, but is thought to be a reasonable approximation if unloading is kept to a minimum. As well, the constraint cannot change dramatically (typically, the crack extension is limited to ten-percent of the initial remaining ligament length). Rice, et al investigated the properties required of J-type parameters, J(sub x), and showed that the time rate, dJ(sub x)/dt, must not be a function of the crack extension rate, da/dt. Ernst devised the modified-J parameter, J(sub M), that meets this criterion. J(sub M) correlates fracture data to much higher crack growth than does J. Ultimately, a limit of the validity of J(sub M) is anticipated, and this has been estimated to be at a crack extension of about 40-percent of the initial remaining ligament length. None of the various parameters can be expected to describe fracture in an environment of gross plasticity, in which case the process is better described by deformation parameters, e.g., stress and strain. In the current study, various schemes to identify the onset of the plasticity-dominated behavior, i.e., the end of fracture mechanics validity, are presented. Each validity limit parameter is developed in detail, and then data is presented and the various schemes for establishing a limit of the validity are compared. The selected limiting parameter is applied to a set of fracture data showing the improvement of correlation gained.

Description: In panel specimens with rivet holes cracks initiate in the blunted knife edge of the chamfered rivet hole and propagate inward as well as along the hole. The fatigue lifetime to dominant crack information was defined as the number of cycles, N500 micrometer, to formation of a 500 micrometer long crack. Statistical data on N500 micrometer and on crack propagation after N500 micrometer were obtained for a large number of uncorroded specimens and specimens corroded in an ASTM B 117 salt spray. Considerable variation in N500 micrometer and crack propagation behavior was observed from specimen to specimen of the same nominal geometry with chamfered rivet holes increased the probability for both early formation and later formation of a propagating 500 micrometer fatigue crack. The growth of fatigue cracks after 500 micrometer size was little affected by prior salt spray.

Description: The NASA/FLAGRO (NASGRO) computer program was developed for fracture control analysis of space hardware and is currently the standard computer code in NASA, the U.S. Air Force, and the European Agency (ESA) for this purpose. The significant attributes of the NASGRO program are the numerous crack case solutions, the large materials file, the improved growth rate equation based on crack closure theory, and the user-friendly promptive input features. In support of the National Aging Aircraft Research Program (NAARP); NASGRO is being further developed to provide advanced state-of-the-art capability for damage tolerance and crack growth analysis of aircraft structural problems, including mechanical systems and engines. The project currently involves a cooperative development effort by NASA, FAA, and ESA. The primary tasks underway are the incorporation of advanced methodology for crack growth rate retardation resulting from spectrum loading and improved analysis for determining crack instability. Also, the current weight function solutions in NASGRO or nonlinear stress gradient problems are being extended to more crack cases, and the 2-d boundary integral routine for stress analysis and stress-intensity factor solutions is being extended to 3-d problems. Lastly, effort is underway to enhance the program to operate on personal computers and work stations in a Windows environment. Because of the increasing and already wide usage of NASGRO, the code offers an excellent mechanism for technology transfer for new fatigue and fracture mechanics capabilities developed within NAARP.

Description: The behaviour of small corner cracks, inclined or perpendicular to loading direction, is presented. There are two aspects to this investigation: initiation of small cracks and monitoring their subsequent growth. An initial pre-cracking procedure under cyclic compression is adopted to minimize the residual damage at the tip of the growing and self-arresting crack under cyclic compression. A final fatigue specimen, cut from the larger pre-cracked specimen, has two corner flaws. The opening load of corner flaw is monitored using a novel strain gauge approach. The behaviour of small corner cracks is described in terms of growth rate relative to the size of the crack and its shape.

Description: Innovative numerical techniques for two dimensional elastic and elastic-plastic multiple crack problems are presented using micromechanics concepts and complex variables. The simplicity and the accuracy of the proposed method will enable us to carry out the multiple-site fatigue crack propagation analyses for airplane fuselage by incorporating such features as the curvilinear crack path, plastic deformation, coalescence of cracks, etc.

Description: One of the more important ingredients when computing the life of a structure is the loading environment. This paper describes the development of an aircraft loading spectrum that closely matches the service experience, thus allowing a more accurate assessment of the structural life. The paper outlines the flight loads data collection system, the procedures developed to compile and interpret the service records and the techniques used to define a spectrum suitable for structural life analysis. The areas where the procedures were tailored to suit the special situation of the USAF B-1B bomber are also discussed. the results of the methodology verification, achieved by comparing the generated spectra with the results of strain gage monitoring during service operations, are also presented.

Description: Fracture tests were conducted on 2.3mm thick, 305mm wide sheets of 2024-T3 aluminum alloy with from one to five collinear cracks. The cracks were introduced (crack history) into the specimens by three methods: saw cutting, fatigue precracking at a low stress range, and fatigue precracking at a high stress range. For the single crack tests, the initial crack history influenced the stress required for the onset of stable crack growth and the first 10mm of crack growth. The effect on failure stress was about 4 percent or less. For the multiple crack tests, the initial crack history was shown to cause differences of more than 20 percent in the link-up stress and 13 percent in failure stress. An elastic-plastic finite element analysis employing the CTOA fracture criterion was used to predict the fracture behavior of the single and multiple crack tests. The numerical predictions were within 7 percent of the observed link-up and failure stress in all the tests.

Description: This paper describes a method which has been developed for estimating the safe fatigue life of compact, highly-stressed and inaccessible components for aeroplanes and helicopters of the Royal Air Force. It is explained why the Design Requirements for British Military Aircraft do not favor the use of a damage-tolerance approach in these circumstances.