ALBERT

Description: The ever increasing need for lower density and higher temperature-capable materials for aircraft engines has led to the development of Ceramic Matrix Composites (CMCs). Today's aircraft engines operate with 〉3000"F gas temperatures at the entrance to the turbine section, but unless heavily cooled, metallic components cannot operate above approx.2000 F. CMCs attempt to push component capability to nearly 2700 F with much less cooling, which can help improve engine efficiency and performance in terms of better fuel efficiency, higher thrust, and reduced emissions. The NASA Glenn Research Center has been researching the benefits of the SiC/SiC CMC for engine applications. A CMC is made up of a matrix material, fibers, and an interphase, which is a protective coating over the fibers. There are several methods or architectures in which the orientation of the fibers can be manipulated to achieve a particular material property objective as well as a particular component geometric shape and size. The required shape manipulation can be a limiting factor in the design and performance of the component if there is a lack of bending capability of the fiber as making the fiber more flexible typically sacrifices strength and other fiber properties. Various analysis codes are available (pcGINA, CEMCAN) that can predict the effective Young's Moduli, thermal conductivities, coefficients of thermal expansion (CTE), and various other properties of a CMC. There are also various analysis codes (NASAlife) that can be used to predict the life of CMCs under expected engine service conditions. The objective of this summer study is to utilize and optimize these codes for examining the tradeoffs between CMC properties and the complex fiber architectures that will be needed for several different component designs. For example, for the pcGINA code, there are six variations of architecture available. Depending on which architecture is analyzed, the user is able to specify the fiber tow size, tow spacing, weave parameter, and angle of orientation of fibers. By holding the volume fraction of the fibers constant, variations in tow spacing can be explored for different architectures. The CMC material properties are usually calculated assuming the component is manufactured perfectly. However, this is typically not the case so that a quantification of the material property variability is needed to account for processing and/or manufacturing imperfections. The overall inputs and outputs are presented using a regression software to rapidly investigate the tradeoffs associated with fiber architecture, material properties, and ultimately cost. This information is then propagated through lifing models and Larson-Miller data to assess timehemperature-dependent CMC strength. In addition, a first order cost estimation will be quantified from a current qualitative perspective. This cost estimation includes the manufacturing challenges, such as tooling, as well as the component cost for a particular application. Ultimately, a cost to performance ratio should be established that compares the effectiveness of CMCs to their current rival, nickel superalloys.

Description: Closed-loop flow control was successfully demonstrated on the surface of stator vanes in NASA Glenn Research Center's Low-Speed Axial Compressor (LSAC) facility. This facility provides a flow field that accurately duplicates the aerodynamics of modern highly loaded compressors. Closed-loop active flow control uses sensors and actuators embedded within engine components to dynamically alter the internal flow path during off-nominal operation in order to optimize engine performance and maintain stable operation.

Description: The goal of the Autonomous Propulsion System Technology (APST) project is to reduce pilot workload under both normal and anomalous conditions. Ongoing work under APST develops and leverages technologies that provide autonomous engine monitoring, diagnosing, and controller adaptation functions, resulting in an integrated suite of algorithms that maintain the propulsion system's performance and safety throughout its life. Engine-to-engine performance variation occurs among new engines because of manufacturing tolerances and assembly practices. As an engine wears, the performance changes as operability limits are reached. In addition to these normal phenomena, other unanticipated events such as sensor failures, bird ingestion, or component faults may occur, affecting pilot workload as well as compromising safety. APST will adapt the controller as necessary to achieve optimal performance for a normal aging engine, and the safety net of APST algorithms will examine and interpret data from a variety of onboard sources to detect, isolate, and if possible, accommodate faults. Situations that cannot be accommodated within the faulted engine itself will be referred to a higher level vehicle management system. This system will have the authority to redistribute the faulted engine's functionality among other engines, or to replan the mission based on this new engine health information. Work is currently underway in the areas of adaptive control to compensate for engine degradation due to aging, data fusion for diagnostics and prognostics of specific sensor and component faults, and foreign object ingestion detection. In addition, a framework is being defined for integrating all the components of APST into a unified system. A multivariable, adaptive, multimode control algorithm has been developed that accommodates degradation-induced thrust disturbances during throttle transients. The baseline controller of the engine model currently being investigated has multiple control modes that are selected according to some performance or operational criteria. As the engine degrades, parameters shift from their nominal values. Thus, when a new control mode is swapped in, a variable that is being brought under control might have an excessive initial error. The new adaptive algorithm adjusts the controller gains on the basis of the level of degradation to minimize the disruptive influence of the large error on other variables and to recover the desired thrust response.

Description: Affordable fiber-reinforced ceramic matrix composites with multifunctional properties are critically needed for high-temperature aerospace and space transportation applications. These materials have various applications in advanced high-efficiency and high-performance engines, airframe and propulsion components for next-generation launch vehicles, and components for land-based systems. A number of these applications require materials with specific functional characteristics: for example, thick component, hybrid layups for environmental durability and stress management, and self-healing and smart composite matrices. At present, with limited success and very high cost, traditional composite fabrication technologies have been utilized to manufacture some large, complex-shape components of these materials. However, many challenges still remain in developing affordable, robust, and flexible manufacturing technologies for large, complex-shape components with multifunctional properties. The prepreg and melt infiltration (PREMI) technology provides an affordable and robust manufacturing route for low-cost, large-scale production of multifunctional ceramic composite components.

Description: Both the NASA Glenn Research Center and the Allison Advanced Development Company (AADC) have worked to develop and demonstrate erosion-resistant coatings that would increase the life and durability of composite materials used in commercial aircraft engines. These composite materials reduce component weight by 20 to 30 percent and result in less fuel burn and emissions and more fuel savings. Previously, however, their use was limited because of poor erosion resistance, which causes concerns about safety and leads to high maintenance costs. The coatings were tested by the University of Cincinnati, and the composites were manufactured by Texas Composites and coated by Engelhard and NASA Glenn. Rolls-Royce Corporation uses composite materials, which are stronger and less dense than steel or titanium, to make bypass vanes for their AE3007 engines. These engines are widely used in regional jet aircraft (Embraer) and unmanned air vehicles such as the Northrop Grumman Global Hawk. Coatings developed by NASA/Rolls-Royce can reduce erosion from abrasive materials and from impurities in the air that pass over these vanes, allowing Rolls-Royce to take advantage of the benefits of composite materials over titanium without the added costs of increased maintenance and/or engine failure. The Higher Operating Temperature Propulsion Components (HOTPC) Project developed cost-effective, durable coatings as part of NASA's goal to increase aviation system capacity growth. These erosion coatings will reduce the number of special inspections or instances of discontinued service due to erosion, allowing aircraft capacity to be maintained without inconveniencing the traveling public. A specific example of extending component life showed that these coatings increased the life of graphite fiber and polymer composite bypass vanes up to 8 times over that of the uncoated vanes. This increased durability allows components to operate to full design life without the fear of wear or failure. Recently, Rolls-Royce completed over 2000 hr of engine testing with the coated fan exit bypass vanes. There was no loss of coating after nearly 5000 typical engine cycles. Midway through the engine tests, the coated vanes were removed from the engine during a scheduled maintenance and inspection period. The vanes were shipped back to Glenn, where they underwent further stress testing in the Structural Dynamics Lab, mimicking more extreme conditions than those typical of the AE3007 engine cycle. These vanes were then replaced in the AE3007 and subjected to another 1000 hr of engine tests. Once again, there was no loss of coating and only a minimal appearance of cracking.

Description: This modeling effort seeks to improve the interlaminate bond strength of thermoplastic carbon composites produced by the in-situ automated tape placement (ATP) process. An existing high productivity model is extended to lower values of the Peclet number that correspond to the present operating conditions of the Langley ATP robot. (The Peclet number is the dimensionless ratio of inertial to diffusive heat transfer.) In sensitivity studies, all of the process and material parameters are individually varied. The model yields the corresponding variations in the effective bonding time (EBT) referred to the glass transition temperature. According to reptation theory, the interlaminate bond strength after wetting occurs is proportional to the one-fourth power of EBT. The model also computes the corresponding variations in the thermal input power (TIP) and the mass and volumetric process rates. Process studies show that a 10 percent increase in the consolidation length results in a 20 percent increase in EBT and a 5 percent increase in TIP. A surprising result is that a 10 K decrease in the tooling temperature results in a 25 percent increase in EBT and an 8 percent increase in TIP. Material studies show that a 10 K decrease in glass transition temperature results in an 8 percent increase in EBT and a 8 percent decrease in TIP. A 20 K increase in polymer degradation temperature results in a 23 percent increase in EBT with no change in TIP.

Description: The introduction of new, advanced composite materials into aviation systems requires a thorough understanding of the long term effects of combined thermal and mechanical loading upon those materials. Analytical methods investigating the effects of intense thermal heating combined with mechanical loading have been investigated. The damage mechanisms and fatigue lives were dependent on test parameters as well as stress levels. Castelli, et al. identified matrix dominated failure modes for out-of-phase cycling and fiber dominated damage modes for in-phase cycling. In recent years, ultrasonic methods have been developed that can measure the mechanical stiffness of composites. To help evaluate the effect of aging, a suitably designed Lamb wave measurement system is being used to obtain bending and out-of-plane stiffness coefficients of composite laminates undergoing thermal-mechanical loading. The system works by exciting an antisymmetric Lamb wave and calculating the velocity at each frequency from the known transducer separation and the measured time-of-flight. The same peak in the waveforms received at various distances is used to measure the time difference between the signals. The velocity measurements are accurate and repeatable to within 1% resulting in reconstructed stiffness values repeatable to within 4%. Given the material density and plate thickness, the bending and out-of-plane shear stiffnesses are calculated from a reconstruction of the dispersion curve. A mechanical scanner is used to move the sensors over the surface to map the time-of-flight, velocity, or stiffnesses of the entire specimen. Access to only one side of the material is required and no immersion or couplants are required because the sensors are dry coupled to the surface of the plate. In this study, the elastic stiffnesses D(sub 11), D(sub 22), A(sub 44), and A(sub 55) as well as time-of-flight measurements for composite samples that have undergone combined thermal and mechanical aging for a duration of 10,000 hours are reported.

Description: Space environmentally durable polymeric films with low color and sufficient electrical conductivity to mitigate electrostatic charge (ESC) build-up have been under investigation as part of a materials development activity. These materials have potential applications on advanced spacecraft, particularly on large, deployable, ultra-light weight Gossamer spacecraft. The approach taken to impart sufficient electrical conductivity into the polymer film while maintaining flexibility is to use single wall carbon nanotubes (SWNTs) as conductive additives. Approaches investigated in our lab involved an in-situ polymerization method, addition of SWNTs to a polymer containing reactive end-groups, and spray coating of polymer surfaces. The work described herein is a summary of the current status of this project. Surface conductivities (measured as surface resistance) in the range sufficient for ESC mitigation were achieved with minimal effects on the physical, thermal, mechanical and optical properties of the films. Additionally, the electrical conductivity was not affected by harsh mechanical manipulation of the films. The chemistry and physical properties of these nanocomposites will be discussed.

Description: NASA's Marshall Space Flight Center (MSFC) has developed a technology that combines a film/adhesive laydown module with fiber placement technology to enable the processing of composite prepreg tow/tape and films, foils or adhesives on the same placement machine. The development of this technology grew out of NASA's need for lightweight, permeation-resistant cryogenic propellant tanks. Autoclave processing of high performance composites results in thermally-induced stresses due to differences in the coefficients of thermal expansion of the fiber and matrix resin components. These stresses, together with the reduction in temperature due to cryogen storage, tend to initiate microcracking within the composite tank wall. One way in which to mitigate this problem is to introduce a thin, crack-resistant polymer film or foil into the tank wall. Investigation into methods to automate the processing of thin film or foil materials into composites led to the development of this technology. The concept employs an automated film supply and feed module that may be designed to fit existing fiber placement machines, or may be designed as integral equipment to new machines. This patent-pending technology can be designed such that both film and foil materials may be processed simultaneously, leading to a decrease in part build cycle time. The module may be designed having a compaction device independent of the host machine, or may utilize the host machine's compactor. The film module functions are controlled by a dedicated system independent of the fiber placement machine controls. The film, foil, or adhesive is processed via pre-existing placement machine run programs, further reducing operational expense.

Description: Experimental work on the effects of heat flux, oxygen concentration and glass fiber volume fraction on pyrolysate mass flux from samples of polypropylene/glass fiber composite (PP/G) is underway. The research is conducted as part of a larger project to develop a test methodology for flammability of materials, particularly composites, in the microgravity and variable oxygen concentration environment of spacecraft and space structures. Samples of PP/G sized at 30x30x10 mm are flush mounted in a flow tunnel, which provides a flow of oxidizer over the surface of the samples at a fixed value of 1 m/s and oxygen concentrations varying between 18 and 30%. Each sample is exposed to a constant external radiant heat flux at a given value, which varies between tests from 10 to 24 kW/m2. Continuous sample mass loss and surface temperature measurements are recorded for each test. Some tests are conducted with an igniter and some are not. In the former case, the research goal is to quantify the critical mass flux at ignition for the various environmental and material conditions described above. The later case generates a wider range of mass flux rates than those seen prior to ignition, providing an opportunity to examine the protective effects of blowing on oxidative pyrolysis and heating of the surface. Graphs of surface temperature and sample mass loss vs. time for samples of 30% PPG at oxygen concentrations of 18 and 21% are presented in the figures below. These figures give a clear indication of the lower pyrolysis rate and extended time to ignition that accompany a lower oxygen concentration. Analysis of the mass flux rate at the time of ignition gives good repeatability but requires further work to provide a clear indication of mass flux trends accompanying changes in environmental and material properties.

Description: The standard oxygen consumption (cone) calorimeter (described in ASTM E 1354 and NASA STD 6001 Test 2) is modified to provide a bench-scale test environment that simulates the low velocity buoyant or ventilation flow generated by or around a burning surface in a spacecraft or extraterrestrial gravity level. The Equivalent Low Stretch Apparatus (ELSA) uses an inverted cone geometry with the sample burning in a ceiling fire (stagnation flow) configuration. For a fixed radiant flux, ignition delay times for characterization material PMMA are shown to decrease by a factor of three at low stretch, demonstrating that ignition delay times determined from normal cone tests significantly underestimate the risk in microgravity. The critical heat flux for ignition is found to be lowered at low stretch as the convective cooling is reduced. At the limit of no stretch, any heat flux that exceeds the surface radiative loss at the surface ignition temperature is sufficient for ignition. Regression rates for PMMA increase with heat flux and stretch rate, but regression rates are much more sensitive to heat flux at the low stretch rates, where a modest increase in heat flux of 25 kW/m2 increases the burning rates by an order of magnitude. The global equivalence ratio of these flames is very fuel rich, and the quantity of CO produced in this configuration is significantly higher than standard cone tests. These results [2] demonstrate the ELSA apparatus allows us to conduct normal gravity experiments that accurately and quantifiably evaluate a material s flammability characteristics in the real-use environment of spacecraft or extra-terrestrial gravitational acceleration. These results also demonstrate that current NASA STD 6001 Test 2 (standard cone) is not conservative since it evaluates materials flammability with a much higher inherent buoyant convective flow.

Description: The Stirling Radioisotope Generator (SRG) is currently being developed by Lockheed Martin Astronautics (Valley Forge, PA) under contract to the Department of Energy (Germantown, MD). In support of this project, the NASA Glenn Research Center has established a near-term technology effort to provide some of the critical data to ensure a successful transition to flight for what will be the first dynamic power system to be used in space. The generator will be a high-efficiency electric power source for potential use on NASA space science missions. The generator will be able to operate in the vacuum of deep space or in an atmosphere such as on the surface of Mars. High system efficiency is obtained through the use of free-piston Stirling power-conversion technology. The power output of the generator will be greater than 100 W at the beginning of life, with the slow decline in power being largely due to decay of the plutonium heat source. Previously, Glenn's supporting technology efforts focused only on the most critical technical issues.

Description: The potential benefits of nonlinear engine control technology applied to a General Electric T700 helicopter engine were investigated. This technology is being developed by the U.S. Navy SPAWAR Systems Center for a variety of applications. When used as a means of active stability control, nonlinear engine control technology uses sensors and small amounts of injected air to allow compressors to operate with reduced stall margin, which can improve engine pressure ratio. The focus of this study was to determine the best achievable reduction in fuel consumption for the T700 turboshaft engine. A customer deck (computer code) was provided by General Electric to calculate the T700 engine performance, and the NASA Glenn Research Center used this code to perform the analysis. The results showed a 2- to 5-percent reduction in brake specific fuel consumption (BSFC) at the three Sikorsky H-60 helicopter operating points of cruise, loiter, and hover.

Description: As structural materials for hot-section components in advanced aerospace and land-based gas turbine engines, silicon carbide (SiC) ceramic matrix composites reinforced by high performance SiC fibers offer a variety of performance advantages over current bill-of-materials, such as nickel-based superalloys. These advantages are based on the SiC/SiC composites displaying higher temperature capability for a given structural load, lower density (approximately 30- to 50-percent metal density), and lower thermal expansion. These properties should, in turn, result in many important engine benefits, such as reduced component cooling air requirements, simpler component design, reduced support structure weight, improved fuel efficiency, reduced emissions, higher blade frequencies, reduced blade clearances, and higher thrust. Under the NASA Ultra-Efficient Engine Technology (UEET) Project, much progress has been made at the NASA Glenn Research Center in identifying and optimizing two highperformance SiC/SiC composite systems. The table compares typical properties of oxide/oxide panels and SiC/SiC panels formed by the random stacking of balanced 0 degrees/90 degrees fabric pieces reinforced by the indicated fiber types. The Glenn SiC/SiC systems A and B (shaded area of the table) were reinforced by the Sylramic-iBN SiC fiber, which was produced at Glenn by thermal treatment of the commercial Sylramic SiC fiber (Dow Corning, Midland, MI; ref. 2). The treatment process (1) removes boron from the Sylramic fiber, thereby improving fiber creep, rupture, and oxidation resistance and (2) allows the boron to react with nitrogen to form a thin in situ grown BN coating on the fiber surface, thereby providing an oxidation-resistant buffer layer between contacting fibers in the fabric and the final composite. The fabric stacks for all SiC/SiC panels were provided to GE Power Systems Composites for chemical vapor infiltration of Glenn designed BN fiber coatings and conventional SiC matrices. Composite panels with system B were heat treated at Glenn, and the pores that remained open were filled by silicon melt infiltration (MI). Panels with system A and the other SiC/SiC systems were not heat treated, and remaining open pores in these systems were filled with SiC slurry and silicon MI.

Description: Rapidly emerging fuel-cell-power technologies may be used to launch a new revolution of electric propulsion systems for light aircraft. Future small electric airplanes using fuel cell technologies hold the promise of high reliability, low maintenance, low noise, and - with the exception of water vapor - zero emissions. An analytical feasibility and performance assessment was conducted by NASA Glenn Research Center's Airbreathing Systems Analysis Office of a fuel-cell-powered, propeller-driven, small electric airplane based on a model of the MCR-01 two-place kitplane (Dyn'Aero, Darois, France). This assessment was conducted in parallel with an ongoing effort by the Advanced Technology Products Corporation and the Foundation for Advancing Science and Technology Education. Their project - partially funded by a NASA grant - is to design, build, and fly the first manned, continuously propelled, nongliding electric airplane. In our study, an analytical performance model of a proton exchange membrane (PEM) fuel cell propulsion system was developed and applied to a notional, two-place light airplane modeled after the MCR-01 kitplane. The PEM fuel cell stack was fed pure hydrogen fuel and humidified ambient air via a small automotive centrifugal supercharger. The fuel cell performance models were based on chemical reaction analyses calibrated with published data from the fledgling U.S. automotive fuel cell industry. Electric propeller motors, rated at two shaft power levels in separate assessments, were used to directly drive a two-bladed, variable-pitch propeller. Fuel sources considered were compressed hydrogen gas and cryogenic liquid hydrogen. Both of these fuel sources provided pure, contaminant-free hydrogen for the PEM cells.

Description: The influence of two-dimensional finite element modeling assumptions on the debonding prediction for skin-stiffener specimens was investigated. Geometrically nonlinear finite element analyses using two-dimensional plane-stress and plane-strain elements as well as three different generalized plane strain type approaches were performed. The computed skin and flange strains, transverse tensile stresses and energy release rates were compared to results obtained from three-dimensional simulations. The study showed that for strains and energy release rate computations the generalized plane strain assumptions yielded results closest to the full three-dimensional analysis. For computed transverse tensile stresses the plane stress assumption gave the best agreement. Based on this study it is recommended that results from plane stress and plane strain models be used as upper and lower bounds. The results from generalized plane strain models fall between the results obtained from plane stress and plane strain models. Two-dimensional models may also be used to qualitatively evaluate the stress distribution in a ply and the variation of energy release rates and mixed mode ratios with delamination length. For more accurate predictions, however, a three-dimensional analysis is required.

Description: The use of ceramic matrix composites (CMCs) as vanes for the next generation of turbine engines is under evaluation for improving engine performance, such as lowering emissions and enabling higher cycle efficiency, relative to today's engines with superalloy hot section components. Because of the high-temperature capability of this class of materials, CMC vanes would be able to operate with higher combustion exit temperatures than today's engines can. Alternatively, a potential vane cooling requirement reduction of 15 to 25 percent for a CMC, such as SiC/SiC, relative to a single-crystal superalloy would be realized if the combustion operation was not altered.

Description: Two experiments were conducted, using sound quality engineering practices, to determine the subjective effectiveness of hypothetical active noise control systems in a range of propeller aircraft. The two tests differed by the type of judgments made by the subjects: pair comparisons in the first test and numerical category scaling in the second. Although the results of the two tests were in general agreement that the hypothetical active control measures improved the interior noise environments, the pair comparison method appears to be more sensitive to subtle changes in the characteristics of the sounds which are related to passenger preference.

Description: The primary objective of this research program is to develop vibration analysis tools, design tools, and design strategies to significantly improve the safety and robustness of turbine engine rotors. Bladed disks in turbine engines always feature small, random blade-to-blade differences, or mistuning. Mistuning can lead to a dramatic increase in blade forced-response amplitudes and stresses. Ultimately, this results in high-cycle fatigue, which is a major safety and cost concern. In this research program, the necessary steps will be taken to transform a state-of-the-art vibration analysis tool, the Turbo-Reduce forced-response prediction code, into an effective design tool by enhancing and extending the underlying modeling and analysis methods. Furthermore, novel techniques will be developed to assess the safety of a given design. In particular, a procedure will be established for using eigenfrequency curve veerings to identify "danger zones" in the operating conditions--ranges of rotational speeds and engine orders in which there is a great risk that the rotor blades will suffer high stresses. This work also will aid statistical studies of the forced response by reducing the necessary number of simulations. Finally, new strategies for improving the design of rotors will be pursued. Several methods will be investigated, including the use of intentional mistuning patterns to mitigate the harmful effects of random mistuning, and the modification of disk stiffness to avoid reaching critical values of interblade coupling in the desired operating range. Recent research progress is summarized in the following paragraphs. First, significant progress was made in the development of the component mode mistuning (CMM) and static mode compensation (SMC) methods for reduced-order modeling of mistuned bladed disks (see the following figure). The CMM method has been formalized and extended to allow a general treatment of mistuning. In addition, CMM allows individual mode mistuning, which accounts for the realistic effects of local variations in blade properties that lead to different mistuning values for different mode types (e.g., mistuning of the first torsion mode versus the second flexural mode). The accuracy and efficiency of the CMM method and the corresponding Turbo-Reduce code were validated for an example finite element model of a bladed disk.

Description: Technology for pollution-free "electric flight" is being evaluated in a number of NASA Glenn Research Center programs. One approach is to drive propulsive fans or propellers with electric motors powered by fuel cells running on hydrogen. For large transport aircraft, conventional electric motors are far too heavy to be feasible. However, since hydrogen fuel would almost surely be carried as liquid, a propulsive electric motor could be cooled to near liquid hydrogen temperature (-423 F) by using the fuel for cooling before it goes to the fuel cells. Motor windings could be either superconducting or high purity normal copper or aluminum. The electrical resistance of pure metals can drop to 1/100th or less of their room-temperature resistance at liquid hydrogen temperature. In either case, super or normal, much higher current density is possible in motor windings. This leads to more compact motors that are projected to produce 20 hp/lb or more in large sizes, in comparison to on the order of 2 hp/lb for large conventional motors. High power density is the major goal. To support cryogenic motor development, we have designed and built in-house a small motor (7-in. outside diameter) for operation in liquid nitrogen.

Description: Uniformly distributed particle-strengthened titanium matrix composites (TMCs) can be manufactured at lower cost than many types of continuous-fiber composites. The innovative manufacturing technology combines cold and hot isostatic pressing procedures to produce near-final-shape components. Material stiffness is increased up to 26-percent greater than that of components made with conventional titanium materials at no significant increase in the weight. The improved mechanical performance and low-cost manufacturing capability motivated an independent review to assess the improved properties of ceramic titanium carbide (TiC) particulate-reinforced titanium at elevated temperature. Researchers at the NASA Glenn Research Center creatively designed and executed deformation and durability tests to reveal operating regimes where these materials could lower the cost and weight of space propulsion systems. The program compares the elevated-temperature performance of titanium alloy Ti-6Al-4V matrix material to an alloy containing 10 wt% of TiC particles. Initial experiments showed that at these relatively low particle concentrations the material stiffness of the TMC was improved 20 percent over that of the plain Ti-6Al-4V alloy when tested at 427 C. The proportional limit and ultimate strength of the composite in tension are 21- and 14-percent greater than those of the plain alloy. Compression tests showed that the proportional limit is about 30 percent greater for TMC than for the plain alloy. The enhanced deformation resistance of the TMC was also evident in a series of tensile and compressive stress relaxation tests that were made. Specimens were subjected to tensile or compressive strain amplitudes of 0.75 percent for 24 hr followed by a return to zero strain imposed for 24 hr. The stress relaxation data were normalized with respect to the maximum stress for each case and plotted as a function of time in the following graph. Tensile stresses relaxed 19 percent for the TMC and 25 percent for the plain Ti-6Al-4V alloy. Compressive stresses relaxed 25 percent for the TMC and 39 percent for the plain Ti-6Al-4V alloy. The superior deformation resistance of the TMC extends to a creep rate that is 28-percent slower for the TMC when it is loaded to stress levels that are 26-percent higher than for the plain Ti-6Al-4V alloy.

Description: Modern engineering design practices are tending more toward the treatment of design parameters as random variables as opposed to fixed, or deterministic, values. The probabilistic design approach attempts to account for the uncertainty in design parameters by representing them as a distribution of values rather than as a single value. The motivations for this effort include preventing excessive overdesign as well as assessing and assuring reliability, both of which are important for aerospace applications. However, the determination of the probability distribution is a fundamental problem in reliability analysis. A random variable is often defined by the parameters of the theoretical distribution function that gives the best fit to experimental data. In many cases the distribution must be assumed from very limited information or data. Often the types of information that are available or reasonably estimated are the minimum, maximum, and most likely values of the design parameter. For these situations the beta distribution model is very convenient because the parameters that define the distribution can be easily determined from these three pieces of information. Widely used in the field of operations research, the beta model is very flexible and is also useful for estimating the mean and standard deviation of a random variable given only the aforementioned three values. However, an assumption is required to determine the four parameters of the beta distribution from only these three pieces of information (some of the more common distributions, like the normal, lognormal, gamma, and Weibull distributions, have two or three parameters). The conventional method assumes that the standard deviation is a certain fraction of the range. The beta parameters are then determined by solving a set of equations simultaneously. A new method developed in-house at the NASA Glenn Research Center assumes a value for one of the beta shape parameters based on an analogy with the normal distribution (ref.1). This new approach allows for a very simple and direct algebraic solution without restricting the standard deviation. The beta parameters obtained by the new method are comparable to the conventional method (and identical when the distribution is symmetrical). However, the proposed method generally produces a less peaked distribution with a slightly larger standard deviation (up to 7 percent) than the conventional method in cases where the distribution is asymmetric or skewed. The beta distribution model has now been implemented into the Fast Probability Integration (FPI) module used in the NESSUS computer code for probabilistic analyses of structures (ref. 2).

Description: Despite efforts in the search for alternative means of energy, combustion still remains the key source. Most propulsion systems primarily use combustion for their needed thrust. Associated with these propulsion systems are the high-velocity hot exhaust gases produced as the byproducts of combustion. These exhaust products often apply uneven high temperature and pressure over the surfaces of the appended structures exposed to them. If the applied pressure and temperature exceed the design criteria of the surfaces of these structures, they will not be able to protect the underlying structures, resulting in the failure of the vehicle mission. An understanding of the flow field associated with hot exhaust jets and the interactions of these jets with the structures in their path is critical not only from the design point of view but for the validation of the materials and manufacturing processes involved in constructing the materials from which the structures in the path of these jets are made. The hot exhaust gases often flow at supersonic speeds, and as a result, various incident and reflected shock features are present. These shock structures induce abrupt changes in the pressure and temperature distribution that need to be considered. In addition, the jet flow creates a gaseous plume that can easily be traced from large distances. To study the flow field associated with the supersonic gases induced by a rocket engine, its interaction with the surrounding surfaces, and its effects on the strength and durability of the materials exposed to it, NASA Glenn Research Center s Combustion Branch teamed with the Ceramics Branch to provide testing and analytical support. The experimental work included the full range of heat flux environments that the rocket engine can produce over a flat specimen. Chamber pressures were varied from 130 to 500 psia and oxidizer-to-fuel ratios (o/f) were varied from 1.3 to 7.5.

Description: Unsteady ejectors are currently under investigation for use in some pulse-detonation-engine-based propulsion systems. Experimental measurements made in the past, and recently at the NASA Glenn Research Center, have demonstrated that thrust augmentation can be enhanced considerably when the driver is unsteady. In ejector systems, thrust augmentation is defined as = T(sup Total)/T(sup j), where T(sup Total) is the total thrust of the combined ejector and driving jet and T(sup j) is the thrust due to the driving jet alone. There are three images in this figure, one for each of the named thrust sources. The images are color contours of measured instantaneous vorticity. Each image is an ensemble average of at least 150 phase-locked measurements. The flow is from right to left, and the shape and location of each driver is shown on the far right of each image. The emitted vortex is a clearly defined "doughnut" of highly vortical (spinning) flow. In these planar images, the vortex appears as two distorted circles, one above, and one below the axis of symmetry. Because they are spinning in the opposite direction, the two circles have vorticity of opposite sign and thus are different colors. There is also a rectangle shown in each image. Its width represents the ejector diameter that was found experimentally to yield the highest thrust augmentation. It is apparent that the optimal ejector diameter is that which just "captures" the vortex: that is, the diameter bounding the outermost edge of the vortex structure. The exact mechanism behind the enhanced performance is unclear; however, it is believed to be related to the powerful vortex emitted with each pulse of the unsteady driver. As such, particle imaging velocimetry (PIV) measurements were obtained for three unsteady drivers: a pulsejet, a resonance tube, and a speaker-driven jet. All the drivers were tested with ejectors, and all exhibited performance enhancement over similarly sized steady drivers. The characteristic starting vortices of each driver are shown in these images. The images are color contours of measured instantaneous vorticity. Each image is an ensemble average of at least 150 phase-locked measurements. The flow is from right to left. The shape and location of each driver is shown on the far right of each image. The rectangle shown in each image represents the ejector diameter that was found experimentally to yield the highest thrust augmentation. It is apparent that the optimal ejector diameter is that which just "captures" the vortex: that is, the diameter bounding the outermost edge of the vortex structure. Although not shown, it was observed that the emitted vortex spread as it traveled downstream. The spreading rate for the pulsejet is shown as the dashed lines in the top image. A tapered ejector was fabricated that matched this shape. When tested, the ejector demonstrated superior performance to all those previously tested at Glenn (which were essentially of straight, cylindrical form), achieving a remarkable thrust augmentation of 2. The measured thrust augmentation is shown as a function of ejector length. Also shown are the thrust augmentation values achieved with the straight, cylindrical ejectors of varying diameters. Here, thrust augmentation is plotted as a function of ejector length for several families of ejector diameters. It can be seen that large thrust augmentation values are indeed obtained and that they are sensitive to both ejector length and diameter, particularly the latter. Five curves are shown. Four correspond to straight ejector diameters of 2.2, 3.0, 4.0, and 6.0 in. The fifth curve corresponds to the tapered ejector contoured to bound the emitted vortex. For each curve, there are several data points corresponding to different lengths. The largest value of thrust augmentation is 2.0 for the tapered ejector and 1.81 for the straight ejectors. Regardless of their diameters, all the ejectors trend toward peak performance at a particular leng. That the cross-sectional dimensions of optimal ejectors scaled precisely with the vortex dimensions on three separate pulsed thrust sources demonstrates that the action of the vortex is responsible for the enhanced ejector performance. The result also suggests that, in the absence of a complete understanding of the entrainment and augmentation mechanisms, methods of characterizing starting vortices may be useful for correlating and predicting unsteady ejector performance.

Description: The Nondestructive Evaluation (NDE) Group of the Optical Instrumentation Technology Branch at the NASA Glenn Research Center has developed a scanning system that uses guided waves to characterize materials and detect defects. The technique uses two ultrasonic transducers to interrogate the condition of a material. The sending transducer introduces an ultrasonic pulse at a point on the surface of the specimen, and the receiving transducer detects the signal after it has passed through the material. The aim of the method is to correlate certain parameters in both the time and frequency domains of the detected waveform to characteristics of the material between the two transducers. The scanning system is shown. The waveform parameters of interest include the attenuation due to internal damping, waveform shape parameters, and frequency shifts due to material changes. For the most part, guided waves are used to gauge the damage state and defect growth of materials subjected to various mechanical or environmental loads. The technique has been applied to polymer matrix composites, ceramic matrix composites, and metal matrix composites as well as metallic alloys. Historically, guided wave analysis has been a point-by-point, manual technique with waveforms collected at discrete locations and postprocessed. Data collection and analysis of this type limits the amount of detail that can be obtained. Also, the manual movement of the sensors is prone to user error and is time consuming. The development of an automated guided-wave scanning system has allowed the method to be applied to a wide variety of materials in a consistent, repeatable manner. Experimental studies have been conducted to determine the repeatability of the system as well as compare the results obtained using more traditional NDE methods. The following screen capture shows guided-wave scan results for a ceramic matrix composite plate, including images for each of nine calculated parameters. The system can display up to 18 different wave parameters. Multiple scans of the test specimen demonstrated excellent repeatability in the measurement of all the guided-wave parameters, far exceeding the traditional point-by-point technique. In addition, the scan was able to detect a subsurface defect that was confirmed using flash thermography This technology is being further refined to provide a more robust and efficient software environment. Future hardware upgrades will allow for multiple receiving transducers and the ability to scan more complex surfaces. This work supports composite materials development and testing under the Ultra-Efficient Engine Technology (UEET) Project, but it also will be applied to other material systems under development for a wide range of applications.

Description: The debonding of skin/stringer constructions is analyzed using a step-by-step simulation of material degradation based on strain softening decohesion elements and a ply degradation procedure. Decohesion elements with mixed-mode capability are placed at the interface between the skin and the flange to simulate the initiation and propagation of the delamination. In addition, the initiation and accumulation of fiber failure and matrix damage is modeled using Hashin-type failure criteria and their corresponding material degradation schedules. The debonding predictions using simplified three-dimensional models correlate well with test results.

Description: Today, a major thrust for achieving engine components with improved thermal capability is the development of fiber-reinforced silicon-carbide (SiC) matrix composites. These materials are not only lighter and capable of higher use temperatures than state-of-the-art metallic alloys and oxide matrix composites (approx. 1100 C), but they can provide significantly better static and dynamic toughness than unreinforced silicon-based monolithic ceramics. However, for successful application in advanced engine systems, the SiC matrix composites should be able to withstand component service stresses and temperatures for the desired component lifetime. Since the high-temperature structural life of ceramic materials is typically controlled by creep-induced flaw growth, a key composite property requirement is the ability to display high creep resistance under these conditions. Also, because of the possibility of severe thermal gradients in the components, the composites should provide maximum thermal conductivity to minimize the development of thermal stresses. State-of-the-art SiC matrix composites are typically fabricated via a three-step process: (1) fabrication of a component-shaped architectural preform reinforced by high-performance fibers, (2) chemical vapor infiltration of a fiber coating material such as boron nitride (BN) into the preform, and (3) infiltration of a SiC matrix into the remaining porous areas in the preform. Generally, the highest performing composites have matrices fabricated by the CVI process, which produces a SiC matrix typically more thermally stable and denser than matrices formed by other approaches. As such, the CVI SiC matrix is able to provide better environmental protection to the coated fibers, plus provide the composite with better resistance to crack propagation. Also, the denser CVI SiC matrix should provide optimal creep resistance and thermal conductivity to the composite. However, for adequate preform infiltration, the CVI SiC matrix process typically has to be conducted at temperatures below 1100 C, which results in a SiC matrix that is fairly dense, but contains metastable atomic defects and is nonstoichiometric because of a small amount of excess silicon. Because these defects typically exist at the matrix grain boundaries, they can scatter thermal phonons and degrade matrix creep resistance by enhancing grain-boundary sliding. To eliminate these defects and improve the thermomechanical properties of ceramic composites with CVI SiC matrices, researchers at the NASA Glenn Research Center developed a high-temperature treatment process that can be used after the CVI SiC matrix is deposited into the fiber preform.

Description: NASA's previous Advanced Subsonic Technology (AST) Noise Reduction Program delivered the initial technologies for meeting a 10-year goal of a 10-dB reduction in total aircraft system noise. Technology Readiness Levels achieved for the engine-noise-reduction technologies ranged from 4 (rig scale) to 6 (engine demonstration). The current Quiet Aircraft Technology (QAT) project is building on those AST accomplishments to achieve the additional noise reduction needed to meet the Aerospace Technology Enterprise's 10-year goal, again validated through a combination of laboratory rig and engine demonstration tests. In order to meet the Aerospace Technology Enterprise goal for future aircraft of a 50- reduction in the perceived noise level, reductions of 4 dB are needed in both fan and jet noise. The primary objectives of the Engine Noise Reduction Systems (ENRS) subproject are, therefore, to develop technologies to reduce both fan and jet noise by 4 dB, to demonstrate these technologies in engine tests, and to develop and experimentally validate Computational Aero Acoustics (CAA) computer codes that will improve our ability to predict engine noise.

Description: The Ultra-Efficient Engine Technology (UEET) Project is formulated according to the Office of Aerospace Technology's objectives as outlined in the NASA Strategic Plan. It is directly related to the "protect the environment" objective and will make progress toward the "increase mobility" and "support national security" objectives as well. UEET technologies will impact future civil and military aircraft and will benefit the development of future space transportation propulsion systems. UEET Project success will, therefore, depend on developing revolutionary, but affordable, technology solutions that are inherently safe and reliable and thus can be incorporated in future propulsion system designs. In fiscal year 2003, UEET became part of NASA's Vehicle Systems Program and continues to evolve its programmatic role. The Vehicle Systems Program aims to develop breakthrough technologies and methodologies, push the boundaries of flight through research on advanced vehicle concepts, respond quickly to industry and the Department of Defense on critical safety and other issues, and provide facilities and expert consultation for industry and other Government agencies during product development.

Description: Turbine engine studies have shown that reducing high pressure turbine (HPT) blade tip clearances will reduce fuel burn, lower emissions, retain exhaust gas temperature margin and increase range. Dr. Lattime presented the design and development status of a new Active Clearance Control Test rig aimed at demonstrating advanced ACC approaches and sensors. Mr. Melcher presented controls considerations for turbine active clearance control. Mr. Geisheimer of Radatech presented an overview of their microwave blade tip sensor technology. Microwave tip sensors show promise of operation in the extreme gas temperatures present in the HPT location. Mr. Justak presented an overview of non-contacting seal developments at Advanced Technologies Group. Dr. Braun presented investigations into a non-contacting finger seal under development by NASA GRC and University of Akron. Dr. Stango presented analytical assessments of the effects of flow-induced radial loads on brush seal behavior. Mr. Flaherty presented innovative seal and seal fabrication developments at FlowServ. Mr. Chappel presented abradable seal developments at Technetics. Dr. Daniels presented an overview of NASA GRC s acoustic seal developments. NASA is investigating the ability to harness high amplitude acoustic waves, possible through a new field of acoustics called Resonant Macrosonic Synthesis, to effect a non-contacting, low leakage seal. Dr. Daniels presented early results showing the ability to restrict flow via acoustic pressures. Dr. Athavale presented numerical results simulating the flow blocking capability of a pre-prototype acoustic seal.

Description: This presentation discusses active control of turbine tip clearance from a control systems perspective. It is a subset of charts that were presented at the 2003 meeting of the International Society of Air Breathing Engines which was held August 31 through September 5 in Cleveland, Ohio. The associated reference paper is cited at the end of the presentation. The presentation describes active tip clearance control research being conducted by NASA to improve turbine engine systems. The target application for this effort is commercial aircraft engines. However, it is believed that the technologies developed as part of this research will benefit a broad spectrum of current and future turbomachinery. The first part of the presentation discusses the concept of tip clearance, problems associated with it, and the benefits of controlling it. It lays out a framework for implementing tip clearance controls that enables the implementation to progress from purely analytical to hardware-in-the-loop to fully experimental. And it briefly discusses how the technologies developed will be married to the previously described ACC Test Rig for hardware-in-the-loop demonstrations. The final portion of the presentation, describes one of the key technologies in some detail by presenting equations and results for a functional dynamic model of the tip clearance phenomena. As shown, the model exhibits many of the clearance dynamics found in commercial gas turbine engines. However, initial attempts to validate the model identified limitations that are being addressed to make the model more realistic.

Description: This viewgraph presentation provides organizational plans and a schedule for the development of clean, quiet, and efficient propulsion technology for future aircraft.

Description: Room temperature testing of an 8.5 inch diameter foil seal was conducted in the High Speed, High Temperature Turbine Seal Test Rig at the NASA Glenn Research Center. The seal was operated at speeds up to 30,000 rpm and pressure differentials up to 75 psid. Seal leakage and power loss data will be presented and compared to brush seal performance. The failure of the seal and rotor coating at 30,000 rpm and 15 psid will be presented and future development needs discussed.

Description: Reinforced carbon/carbon (RCC) is a critical material for the space shuttle orbiter. It is used on the wing leading edge and the nose cap, where maximum temperatures are reached on reentry. The existing leading-edge system is a single-plate RCC composite construction with a wall thickness of approximately 1/4 in., making it a prime reliant protection scheme for vehicle operation.

Description: NASA Glenn Research Center's Engineering Development Division has been working in support of innovative gas turbine engine systems under development by Glenn's Combustion Branch. These one-of-a-kind components require operation under extreme conditions. High-temperature ceramics were chosen for fabrication was because of the hostile operating environment. During the designing process, it became apparent that traditional machining techniques would not be adequate to produce the small, intricate features for the conceptual design, which was to be produced by stacking over a dozen thin layers with many small features that would then be aligned and bonded together into a one-piece unit. Instead of using traditional machining, we produced computer models in Pro/ENGINEER (Parametric Technology Corporation (PTC), Needham, MA) to the specifications of the research engineer. The computer models were exported in stereolithography standard (STL) format and used to produce full-size rapid prototype polymer models. These semi-opaque plastic models were used for visualization and design verification. The computer models also were exported in International Graphics Exchange Specification (IGES) format and sent to Glenn's Thermal/Fluids Design & Analysis Branch and Applied Structural Mechanics Branch for profiling heat transfer and mechanical strength analysis.

Description: A new facility has been developed to test the tribological behavior (friction and wear) of PS300 solid lubricant bushings at high temperatures. PS300 is a commercially available solid lubricant invented at the NASA Glenn Research Center. It can be prepared as a plasma spray coating or as a free-standing powder metallurgy component, designated PM300. PS300 and PM300 composites are designed to lubricate sliding components at temperatures above the capability of today's best oils, greases, and solid lubricants. One of the primary applications being pursued for PM300 is the development of bushings for use in high-temperature machinery. Examples include inlet guide vane bushings for gas turbines and conveyors, and bearings for industrial furnaces and ovens. Encouraging preliminary field trials indicate that PS300 and PM300 lubricant materials have been commercialized successfully in several industrial applications. However, the lack of laboratory performance data has hindered further commercialization especially for new applications that differ significantly from the established experience base. The purpose of the newly developed bushing test rig will be to determine the performance characteristics of PM300, and other materials, under conditions closely matching intended applications. The data will be used to determine engineering friction and wear rates and to estimate the life expectancy of bushings for new applications. In the new rig, the bushing is loaded against a rotating shaft inside a furnace enclosure (see the preceding photograph). Loads can vary from 5 to 200 N, speeds from 1 to 400 rpm, and temperatures from 25 to 800 C. Furnace temperature, bushing temperature, shaft speed, and torque are monitored during the test, and wear of both the bushing and the shaft is measured after testing is completed. Initially, PM300 bushings will be evaluated and compared with lower temperature, traditional bushing materials like graphite and porous bronze. The baseline PM304 composition is 60 wt% NiCr (a binder), 20 wt% Cr2O3 (a hardener), 10 wt% BaF2/CaF2 (a high-temperature lubricant), and 10 wt% Ag (a low-temperature lubricant). Future research efforts will include determining the effects of load, sliding speed, and temperature on tribological performance and, possibly, tailoring composition for specific applications. We expect that the availability of measured performance data will enhance the market penetration of PM300 technology.

Description: A scaled blade-tip-drive test rig was designed at the NASA Glenn Research Center. The rig is a scaled version of a direct-current brushless motor that would be located in the shroud of a thrust fan. This geometry is very attractive since the allowable speed of the armature is approximately the speed of the blade tips (Mach 1 or 1100 ft/s). The magnetic pressure generated in the motor acts over a large area and, thus, produces a large force or torque. This large force multiplied by the large velocity results in a high-power-density motor.

Description: The high-cycle fatigue of composite stator vanes provided an accelerated life-state prior to insertion in a test stand engine. The accelerated testing was performed in the Structural Dynamics Laboratory at the NASA Glenn Research Center under the guidance of Structural Mechanics and Dynamics Branch personnel. Previous research on fixturing and test procedures developed at Glenn determined that engine vibratory conditions could be simulated for polymer matrix composite vanes by using the excitation of a combined slip table and electrodynamic shaker in Glenn's Structural Dynamics Laboratory. Bench-top testing gave researchers the confidence to test the coated vanes in a full-scale engine test.

Description: The NASA Glenn Research Center is developing advanced control surface seals and propulsion system seals for future space and launch vehicles. To evaluate new seal designs, the Glenn Seals Team recently inaugurated a new state-of-the-art high temperature seal test facility. The Hot Compression/Hot Scrub Rig can perform either high-temperature seal-compression tests or scrub tests at temperatures of up to 3000 F by using different combinations of test fixtures made of monolithic silicon carbide (Hexoloy alpha-SiC), as shown in the following figures. For lower temperature tests (up to 1500 F), Inconel X-750 test fixturing can be used.

Description: For the next generation of reusable launch vehicles, NASA is investigating introducing ceramic matrix composites (CMCs) in place of current superalloys for structural propulsion applications (e.g., nozzles, vanes, combustors, and heat exchangers). The higher use temperatures of CMCs will reduce vehicle weight by eliminating and/or reducing cooling system requirements. The increased strength-to-weight ratio of CMCs relative to superalloys further enhances their weight savings potential. However, in order to provide safe designs for components made of these new materials, a comprehensive life prediction methodology for CMC structures needs to be developed. A robust methodology for lifing composite structures has yet to be adopted by the engineering community. Current industry design practice continues to utilize deterministic empirically based models borrowed from metals design for predicting material life capabilities. The deterministic nature of these models inadequately addresses the stochastic character of brittle composites, and their empirical reliance makes predictions beyond the experimental test conditions a risky extrapolation. A team of engineers at the NASA Glenn Research Center has been developing a new life prediction engineering model. The Probabilistic Residual Strength (PRS) model uses the residual strength of the composite as its damage metric. Expected life and material strength are both considered probabilistically to account for the observed stochastic material response. Extensive experimental testing has been carried out on C/SiC (a candidate aerospace CMC material system) in a controlled 1000 ppm O2/argon environment at elevated temperatures of 800 and 1200 C. The test matrix was established to allow observation of the material behavior, characterization of the model, and validation of the model's predictive capabilities. Sample results of the validation study are illustrated in the graphs.

Description: Carbon-fiber-reinforced silicon carbide matrix (C/SiC) composites processed by chemical vapor infiltration are candidate materials for aerospace thermal structures. Carbon fibers can retain properties at very high temperatures, but they are known to have poor oxidation resistance in adverse, high-temperature environments. Nevertheless, the combination of CVI-SiC matrix with higher stiffness and oxidation resistance, the interfacial coating, and additional surface-seal coating provides the necessary protection to the carbon fibers, and makes the material viable for high-temperature space applications operating under harsh environments. Furthermore, C/SiC composites, like other ceramic matrix composites (CMCs), exhibit graceful non-catastrophic failure because of various inherent energy dissipating mechanisms. The material exhibits nonlinearity in deformation even at very low stress levels. This is the result of the severe matrix microcracking present in the as processed composite because of large differences between the coefficients of thermal expansion of the fiber and the matrix. Utilization of these advanced composites in next generation space vehicles will require innovative structural configurations, updated materials, and refined analyses. Structural safety issues for these vehicles are in direct competition with performance and cost. One would have to quantify the uncertainties associated with the design using formal probabilistic methods. Specifically four fundamental aspects on which analyses are based-- (1) loading conditions, (2) material behavior, (3) geometrical configurations, and (4) structural connections between the composite components and baseline structure--are stochastic in nature. A direct way to formally account for uncertainties is to develop probabilistic structural analysis methods where all participating variables are described by appropriate probability density functions. The present work, however, focuses on analyzing the stochastic material behavior of these advanced composites using formal probabilistic analysis methods. Often, some of the desirable property characteristics that allow composites to offer advantages over conventional structural materials (like tailoring of composite properties) and the complexity are in fact responsible for their greater statistical variability and the requirements for more characterization tests. Composite properties are anisotropic as well, having different properties in different directions. This means that characterization of a property such as stiffness--which will vary greatly depending on the orientation of the fiber relative to the direction of the testing--must be repeated for several different directions and loading conditions. The fabrication process for composites also introduces statistical variations in properties and geometry. A composite part is produced in a number of steps, each of which introduces statistical variability. The matrix is usually produced from a combination of raw materials; and the fiber, which has its own set of properties, is often coated or surface treated, introducing yet another source of variability.

Description: Superalloy lattice block panels, which are produced directly by investment casting, are composed of thin ligaments arranged in three-dimensional triangulated trusslike structures (see the preceding figure). Optionally, solid panel face sheets can be formed integrally during casting. In either form, lattice block panels can easily be produced with weights less than 25 percent of the mass of a solid panel. Inconel 718 (IN 718) and MarM-247 superalloy lattice block panels have been developed under NASA's Ultra-Efficient Engine Technology Project and Higher Operating Temperature Propulsion Components Project to take advantage of the superalloys' high strength and elevated temperature capability with the inherent light weight and high stiffness of the lattice architecture (ref. 1). These characteristics are important in the future development of turbine engine components. Casting quality and structural efficiency were evaluated experimentally using small beam specimens machined from the cast and heat treated 140- by 300- by 11-mm panels. The matrix of specimens included samples of each superalloy in both open-celled and single-face-sheet configurations, machined from longitudinal, transverse, and diagonal panel orientations. Thirty-five beam subelements were tested in Glenn's Life Prediction Branch's material test machine at room temperature and 650 C under both static (see the following photograph) and cyclic load conditions. Surprisingly, test results exceeded initial linear elastic analytical predictions. This was likely a result of the formation of plastic hinges and redundancies inherent in lattice block geometry, which was not considered in the finite element models. The value of a single face sheet was demonstrated by increased bending moment capacity, where the face sheet simultaneously increased the gross section modulus and braced the compression ligaments against early buckling as seen in open-cell specimens. Preexisting flaws in specimens were not a discriminator in flexural, shear, or stiffness measurements, again because of redundant load paths available in the lattice block structure. Early test results are available in references 2 and 3; more complete analyses are scheduled for publication in 2004.

Description: designing reliable composite engine cases that are lighter than the metal cases in current use. The types of polymer matrix composites that are likely to be used in such an application have a deformation response that is nonlinear and that varies with strain rate. The nonlinearity and the strain-rate dependence of the composite response are due primarily to the matrix constituent. Therefore, in developing material models to be used in the design of impact-resistant composite engine cases, the deformation of the polymer matrix must be correctly analyzed. However, unlike in metals, the nonlinear response of polymers depends on the hydrostatic stresses, which must be accounted for within an analytical model. By applying micromechanics techniques along with given fiber properties, one can also determine the effects of the hydrostatic stresses in the polymer on the overall composite deformation response. First efforts to account for the hydrostatic stress effects in the composite deformation applied purely empirical methods that relied on composite-level data. In later efforts, to allow polymer properties to be characterized solely on the basis of polymer data, researchers at the NASA Glenn Research Center developed equations to model the polymers that were based on a non-associative flow rule, and efforts to use these equations to simulate the deformation of representative polymer materials were reasonably successful. However, these equations were found to have difficulty in correctly analyzing the multiaxial stress states found in the polymer matrix constituent of a composite material. To correct these difficulties, and to allow for the accurate simulation of the nonlinear strain-rate-dependent deformation analysis of polymer matrix composites, in the efforts reported here Glenn researchers reformulated the polymer constitutive equations from basic principles using the concept of an associative flow rule. These revised equations were characterized and validated in an experimental program carried out through a university grant with the Ohio State University, wherein tensile and shear deformation data were obtained for a representative polymer for strain rates ranging from quasi-static to high rates of several hundred per second. Tensile deformation data also were obtained over a variety of strain rates and fiber orientation angles for a representative polymer matrix composite composed using the polymer.

Description: In recent years, there has been an increasing interest in developing rotating machinery shaft crack-detection methodologies and online techniques. Shaft crack problems present a significant safety and loss hazard in nearly every application of modern turbomachinery. In many cases, the rotors of modern machines are rapidly accelerated from rest to operating speed, to reduce the excessive vibrations at the critical speeds. The vibration monitoring during startup or shutdown has been receiving growing attention (ref. 1), especially for machines such as aircraft engines, which are subjected to frequent starts and stops, as well as high speeds and acceleration rates. It has been recognized that the presence of angular acceleration strongly affects the rotor's maximum response to unbalance and the speed at which it occurs. Unfortunately, conventional nondestructive evaluation (NDE) methods have unacceptable limits in terms of their application for online crack detection. Some of these techniques are time consuming and inconvenient for turbomachinery service testing. Almost all of these techniques require that the vicinity of the damage be known in advance, and they can provide only local information, with no indication of the structural strength at a component or system level. In addition, the effectiveness of these experimental techniques is affected by the high measurement noise levels existing in complex turbomachine structures. Therefore, the use of vibration monitoring along with vibration analysis has been receiving increasing attention.

Description: Transient thermography, which employs pulse surface heating of an inspected component followed by acquisition of the thermal decay stage, is gaining wider acceptance as a result of its remoteness and rapidness. Flaws in the component s material may induce a thermal contrast in surface thermograms. An important issue in transient thermography is estimating the depth of a subsurface flaw from the thermal response. This improves the quantitative ability of the thermal evaluation: from one scan it is possible to locate regions of anomalies in thickness (caused by corrosion) and estimate the implications of the flaw on the integrity of the structure. Our research focuses on thick composite aircraft components. A long square heating pulse and several minutes observation period are required to receive an adequate thermal response from such a component. Application of various time-related informative parameters of the thermal response for depth estimation is discussed. A three-dimensional finite difference model of heat propagation in solids in Cartesian coordinates is used to simulate the thermographic process. Typical physical properties of polymer graphite composites are assumed for the model.

Description: The design of the next generation of reusable launch vehicles calls for using GRCop-84 copper alloy liners based on a composition invented at the NASA Glenn Research Center. Despite its considerable advantage over other copper alloys, it is expected that GRCop-84 will suffer from environmental degradation depending on the type of rocket fuels used and on thermomechanical fatigue. Applying protective coatings on GRCop-84 substrates can minimize or eliminate many of these problems and extend the operational life of the combustion liner. This could increase component reliability, shorten depot maintenance turnaround times, and lower operating costs. Therefore, Glenn is actively pursuing the development of advanced coatings technology for GRCop-84 liners. Technology is being developed in four major areas: (1) new metallic coating compositions, (2) application techniques, (3) test methods, and (4) life prediction design methodology using finite element analysis. The role of finite element analysis in guiding the coating effort is discussed in this report. Thermal analyses were performed at Glenn for different combinations of top- and bondcoat compositions to determine the temperature variation across the coated cross section with the thickness of the top coat. These calculations were conducted for simulated LH2/LO2 booster engine conditions assuming that the bond coat had a constant thickness of 50 m. The preceding graphs show the predicted temperatures at the outer surface of the top coat (hot wall), at the top-coat/bond-coat interface, at the bond-coat/GRCop-84 interface, and at the GRCop-84 cold wall as a function of top-coat thickness for Cu- 26(wt%)Cr top coat (top graph), Ni-17(wt%)Cr-6%Al-0.5%Y top coat and Cu-26%Cr bond coat, and NiAl top coat and Ni bond coat. In all cases, the temperature of the top coat at the hot wall increased with increasing top-coat thickness and with corresponding decreases in the temperatures at the two interfaces and the cold wall. These temperatures are not acutely sensitive to the thermal conductivity of the top coat when it exceeds 25 and 50 W/m/K for low and high heat flux engines. This observation is significant for two reasons. First, several different top-coat compositions can be evaluated as potential protective coatings without loss in the heat-transfer efficiency of the coated system. Second, materials with thermal conductivities less than the critical values of 25 or 50 W/m/K are more likely to act as thermal barrier coatings. The deposition of overlay coatings on GRCop-84 substrates results in the development of residual stresses. The presence of these residual stresses influences the probability of coating spallation, the thermal cycling life, and the fatigue properties of the coated substrate during use. Since it is important to understand how these stresses develop during the vacuum-plasma-spraying coating deposition process, the nature and magnitudes of the cool-down residual stresses were calculated and compared with experimentally determined values across the coated cross section of a disk specimen. The calculations were conducted assuming that the specimen cools down to room temperature from vacuum plasma-spraying temperatures of either 250 or 650 C. The effects of coating the substrate with and without grit blasting were also theoretically examined. The final graph compares the predicted and the experimental results for a GRCop-84 disk coated with about a 50- m-thick Ni bond coat and a 75- to 100- m NiAl top coat, where the curves for NASA-2 assume the presence of a prior residual stress generated by grit blasting under conditions similar to the experimental situation. The predicted cool-down in-plane stresses were compressive in both the NiAl top coat and the Ni bond coat. They were also compressive in the substrate to a depth of about 0.25 mm from the Ni/GRCop-84 interface when the vacuum-plasma-spraying temperature was low. However, using a higher plasma spraying temperaturs likely to leave the substrate under a small tensile stress to counter the compressive stresses in the bond and top coats because of the relaxation of residual stresses generated in the substrate during the grit blasting of its surface prior to spraying. These results suggest that the NiAl and Ni coatings are unlikely to spall after spraying as confirmed by the microstructural observations shown in the following photomicrograph of an as-sprayed specimen. Finally, it is noted that the calculated and experimental results are not in complete agreement, which indicates that both the experimental and modeling techniques need further refinement.

Description: Over the past decade, there has been considerable research in the area of polymer-layered silicate nanocomposites. This research has shown that the dispersion of small amounts of an organically modified layered silicate improves the polymer strength, modulus, thermal stability, and barrier properties. There have been several reports on the dispersion of layered silicates in an epoxy matrix. Potential enhancements to the barrier properties of epoxy/silicate nanocomposites make this material attractive for low permeability tankage. Polymer matrix composites (PMCs) have several advantages for cryogenic storage tanks. They are lightweight, strong, and stiff; therefore, a smaller fraction of a vehicle's potential payload capacity is used for propellant storage. Unfortunately, the resins typically used to make PMC tanks have higher gas permeability than metals. This can lead to hydrogen loss through the body of the tank instead of just at welds and fittings. One approach to eliminate this problem is to build composite tanks with thin metal liners. However, although these tanks provide good permeability performance, they suffer from a substantial mismatch in the coefficient of thermal expansion, which can lead to failure of the bond between the liner and the body of the tank. Both problems could be addressed with polymersilicate nanocomposites, which exhibit reduced hydrogen permeability, making them potential candidates for linerless PMC tanks. Through collaboration with Northrop Grumman and Michigan State University, nanocomposite test tanks were manufactured for the NASA Glenn Research Center, and the helium permeability was measured. An organically modified silicate was prepared at Michigan State University and dispersed in an epoxy matrix (EPON 826/JeffamineD230). The epoxy/silicate nanocomposites contained either 0 or 5 wt% of the organically modified silicate. The tanks were made by filament winding carbon fibers with the nanocomposite resin. Helium permeability was measured by Northrop Grumman, showing that the leak rate/day of the nanocomposite matrix tank was approximately 80-percent less than that of the neat epoxy matrix tank.

Description: There is a growing interest in the use of fuel cells as a power source for all-electric aircraft propulsion as a means to substantially reduce or eliminate environmentally harmful emissions. Among the technologies under consideration for these concepts are advanced proton exchange membrane (PEM) and solid oxide fuel cells (SOFCs), alternative fuels and fuel processing, and fuel storage. A multidisciplinary effort is underway at the NASA Glenn Research Center to develop and evaluate concepts for revolutionary, nontraditional fuel cell power and propulsion systems for aircraft applications. As part of this effort, system studies are being conducted to identify concepts with high payoff potential and associated technology areas for further development. To support this effort, a suite of component models was developed to estimate the mass, volume, and performance for a given system architecture. These models include a hydrogen-air PEM fuel cell; an SOFC; balance-of-plant components (compressor, humidifier, separator, and heat exchangers); compressed gas, cryogenic, and liquid fuel storage tanks; and gas turbine/generator models for hybrid system applications. First-order feasibility studies were completed for an all-electric personal air vehicle utilizing a fuel-cell-powered propulsion system. A representative aircraft with an internal combustion engine was chosen as a baseline to provide key parameters to the study, including engine power and subsystem mass, fuel storage volume and mass, and aircraft range. The engine, fuel tank, and associated ancillaries were then replaced with a fuel cell subsystem. Various configurations were considered including a PEM fuel cell with liquid hydrogen storage, a direct methanol PEM fuel cell, and a direct internal reforming SOFC/turbine hybrid system using liquid methane fuel. Each configuration was compared with the baseline case on a mass and range basis.

Description: In a partnership between the NASA Glenn Research Center and Pratt & Whitney, a ceramic heat exchanger panel intended for use along the hot-flow-path walls of future reusable launch vehicles was designed, fabricated, and tested. These regeneratively cooled ceramic matrix composite (CMC) panels offer lighter weight, higher operating temperatures, and reduced coolant requirements in comparison to their more traditional metallic counterparts. A maintainable approach to the design was adopted which allowed the panel components to be assembled with high-temperature fasteners rather than by permanent bonding methods. With this approach, the CMC hot face sheet, the coolant containment system, and backside structure were all fabricated separately and could be replaced individually as the need occurred during use. This maintainable design leads to both ease of fabrication and reduced cost.

Description: Ceramic matrix composites are leading candidate materials for a number of applications in aeronautics, space, energy, and nuclear industries. Potential composite applications differ in their requirements for thickness. For example, many space applications such as "nozzle ramps" or "heat exchangers" require very thin (〈 1 mm) structures whereas turbine blades would require very thick parts (〉 or = 1 cm). Little is known about the effect of thickness on stress-strain behavior or the elevated temperature tensile properties controlled by oxidation diffusion. In this study, composites consisting of woven Hi-Nicalon (trademark) fibers a carbon interphase and CVI SiC matrix were fabricated with different numbers of plies and thicknesses. The effect of thickness on matrix crack formation, matrix crack growth and diffusion kinetics will be discussed. In another approach, hybrid fiber-lay up concepts have been utilized to "alloy" desirable properties of different fiber types for mechanical properties, thermal stress management, and oxidation resistance. Such an approach has potential for the C(sub I)-SiC and SiC(sub f)-SiC composite systems. CVI SiC matrix composites with different stacking sequences of woven C fiber (T300) layers and woven SiC fiber (Hi-Nicalon (trademark)) layers were fabricated. The results will be compared to standard C fiber reinforced CVI SiC matrix and Hi-Nicalon reinforced CVI SiC matrix composites. In addition, shear properties of these composites at different temperatures will also be presented. Other design and implementation issues will be discussed along with advantages and benefits of using these materials for various components in high temperature applications.

Description: For long term structural service, the upper temperature capability for slurry-cast melt infiltrated (MI) SiC/SiC composites is limited to approx. 1315 C because of silicon reaction with the SiC fibers. For applications requiring material temperatures in excess of 1315 C, alternate methods of manufacturing the SiC matrices without silicon are being investigated, such as a hybrid combination of CVI and PIP. In this study, stacked fabric plies of Sylramic i-BN SiC fibers were coated with a CVI BN interface layer followed by a partial CVI SiC matrix. The remaining porosity in the SiC/SiC preforms was then infiltrated with silicon carbide matrix by PIP. Thermo-mechanical property measurements indicate that these composites are stable to 1700 C in inert environments under no load conditions for 100 h and under load conditions to 1450 C in air for 300 h. The advantages, disadvantages, and potential of this composite system for high temperature applications will be discussed.

Description: Potential composite applications in aerospace and transportation application systems have different thickness requirements. For example, space applications such as nozzle ramps or heat exchangers use very thin (less than 1 mm) structures whereas turbine blades need very thick parts greater than or equal to cm). There has been little investigation into the effect of thickness on stress-strain behavior or elevated temperature tensile properties controlled by oxidation. In this study, composites consisting of woven Hi-NicalonTM fibers, a carbon interphase, and CVI Sic matrix were fabricated with different numbers of plies to provide variable thickness. The composites ranged from a single ply (approximately 0.4 mm) to thirty-six plies (approximately 1 cm). Tensile tests were performed at room temperature with acoustic emission used to monitor matrix crack behavior. Elevated temperature tensile stress-rupture tests were performed in air. Considerably different room and elevated temperature tensile behavior was observed that will be discussed with respect to the effect of thickness on matrix crack formation, matrix crack growth and oxidation diffusion kinetics.

Description: Hybrid fiber approaches have been attempted in the past to alloy desirable properties of different fiber-types for mechanical properties, thermal stress management, and oxidation resistance. Such an approach has potential for the CrSiC and SiCrSiC composite systems. SiC matrix composites with different stacking sequences of woven C fiber (T300) layers and woven Sic fiber (Hi-NicalonTM) layers were fabricated using the standard CVI process. Delamination occurred to some extent due to thermal mismatch for all of the composites. However, for the composites with a more uniform stacking sequence, minimal delamination occurred, enabling tensile properties to be determined at room temperature and elevated temperatures (stress-rupture in air). Composites were seal-coated with a CVI SiC layer as well as a proprietary C-B-Si (CBS) layer. Definite improvement in rupture behavior was observed in air for composites with increasing SiC fiber content and a CBS layer. The results will be compared to standard C fiber reinforced CVI SiC matrix and Hi-Nicalon reinforced CVI SiC matrix composites.

Description: Today's form of jet engine power comes from what is called a gas turbine engine. This engine is on average 14% efficient and emits great quantities of green house gas carbon dioxide and air pollutants, Le. nitrogen oxides and sulfur oxides. The alternate method being researched involves a reformer and a solid oxide fuel cell (SOFC). Reformers are becoming a popular area of research within the industry scale. NASA Glenn Research Center's approach is based on modifying the large aspects of industry reforming processes into a smaller jet fuel reformer. This process must not only be scaled down in size, but also decrease in weight and increase in efficiency. In comparison to today's method, the Jet A fuel reformer will be more efficient as well as reduce the amount of air pollutants discharged. The intent is to develop a 10kW process that can be used to satisfy the needs of commercial jet engines. Presently, commercial jets use Jet-A fuel, which is a kerosene based hydrocarbon fuel. Hydrocarbon fuels cannot be directly fed into a SOFC for the reason that the high temperature causes it to decompose into solid carbon and Hz. A reforming process converts fuel into hydrogen and supplies it to a fuel cell for power, as well as eliminating sulfur compounds. The SOFC produces electricity by converting H2 and CO2. The reformer contains a catalyst which is used to speed up the reaction rate and overall conversion. An outside company will perform a catalyst screening with our baseline Jet-A fuel to determine the most durable catalyst for this application. Our project team is focusing on the overall research of the reforming process. Eventually we will do a component evaluation on the different reformer designs and catalysts. The current status of the project is the completion of buildup in the test rig and check outs on all equipment and electronic signals to our data system. The objective is to test various reformer designs and catalysts in our test rig to determine the most efficient configuration to incorporate into the specific compact jet he1 reformer test rig. Additional information is included in the original extended abstract.

Description: The Ultra-Efficient Engine Technology (UEET) Office at NASA Glenn Research Center is a part of the Aeronautics Directorate. Its vision is to develop and hand off revolutionary turbine engine propulsion technologies that will enable future generation vehicles over a wide range of flight speeds. There are seven different technology area projects of UEET. During my tenure at NASA Glenn Research Center, my assignment was to assist three different areas of UEET, simultaneously. I worked with Kathy Zona in Education Outreach, Lynn Boukalik in Knowledge Management, and Denise Busch with Financial Management. All of my tasks were related to the business side of UEET. As an intern with Education Outreach I created a word search to partner with an exhibit of a Turbine Engine developed out of the UEET office. This exhibit is a portable model that is presented to students of varying ages. The word search complies with National Standards for Education which are part of every science, engineering, and technology teachers curriculum. I also updated a Conference Planning/Workshop Excel Spreadsheet for the UEET Office. I collected and inputted facility overviews from various venues, both on and off site to determine where to hold upcoming conferences. I then documented which facilities were compliant with the Federal Emergency Management Agency's (FEMA) Hotel and Motel Fire Safety Act of 1990. The second area in which I worked was Knowledge Management. a large knowledge management system online which has extensive documentation that continually needs reviewing, updating, and archiving. Knowledge management is the ability to bring individual or team knowledge to an organizational level so that the information can be stored, shared, reviewed, archived. Livelink and a secure server are the Knowledge Management systems that UEET utilizes, Through these systems, I was able to obtain the documents needed for archiving. My assignment was to obtain intellectual property including reports, presentations, or any other documents related to the project. My next task was to document the author, date of creation, and all other properties of each document. To archive these documents I worked extensively with Microsoft Excel. different financial systems of accounting such as the SAP business accounting system. I also learned the best ways to present financial data and shadowed my mentor as she presented financial data to both UEET's project management and the Resources Analysis and Management Office (RAMO). I analyzed the June 2004 financial data of UEET and used Microsoft Excel to input the results of the data. This process made it easier to present the full cost of the project in the month of June. In addition I assisted in the End of the Year 2003 Reconciliation of Purchases of UEET.

Description: Nano-composites with a primary nanocrystalline ceramic matrix and a secondary nanocrystalline material (metal or semiconductor) were synthesized by infiltration of an appropriate liquid into ceramic compacts under pressures of up to 8 GPa and temperatures of up to 2000 K. The purpose of our work is to obtain nanocomposites which constitute homoger?ous mixtures of two phases, both forming nano- grains of about 10 nm in size. The high pressure is used to bring the porosity of the compacted powders down to the nano-scale and force a given liquid into the nano-sized pores. The advantage of the infiltration technique is that, in a single, continuous process, we start with a nanocrystalline powder, compress it to form the matrix of the composite, and crystallize and/or synthesize a second nanomaterial in the matrix pores. The key limitation of this technology is, that the pores in the matrix need to stay open during the entire process of infiltration. Thus the initial powder should form a rigid skeleton, otherwise the so-called self-stop process can limit cr block a further flow of the liquid phase and hinder the process of the composite formation. Therefore powders of only very hard ceramic materials like diamond, Sic, or Alz03, which can withstand a substantial external load without undesired deformation, can be used as the primary phase. With this technique, using diamond and S i c ceramic powders infiltrated by liquid metals (AI, Zn, Sn, Ag, Au) and semiconductors (Si, Ge, GaAs, CdTe), we obtained nano-composites with the grain size in the range of 10 - 30 nm. Our work addresses the key problem in manufacturing bulk nanocrystalline materials, i.e. preservation of nano-scale during the fabrication process. In this paper we discuss basic technical and methodological problems associated with nano-infiltration based on the results obtained for Zn-Sic composites.

Description: Fiber Bragg gratings are use to monitor the structural properties of composite pressure vessels. These gratings optically inscribed into the core of a single mode fiber are used as a tool to monitor the stress strain relation in laminate structure. The fiber Bragg sensors are both embedded within the composite laminates and bonded to the surface of the vessel with varying orientations with respect to the carbon fiber in the epoxy matrix. The response of these fiber-optic sensors is investigated by pressurizing the cylinder up to its burst pressure of around 2800 psi. This is done at both ambient and cryogenic temperatures using water and liquid nitrogen. The recorded response is compared with the response from conventional strain gauge also present on the vessel. Additionally, several vessels were tested that had been damaged to simulate different type of events, such as cut tow, delimitation and impact damage.

Description: A major design and analysis challenge for the JWST ISM structure is the metal/composite bonded joints that will be required to survive down to an operational ultra-low temperature of 30K (-405 F). The initial and current baseline design for the plug-type joint consists of a titanium thin walled fitting (1-3mm thick) bonded to the interior surface of an M555/954-6 composite truss square tube with an axially stiff biased lay-up. Metallic fittings are required at various nodes of the truss structure to accommodate instrument and lift-point bolted interfaces. Analytical experience and design work done on metal/composite bonded joints at temperatures below liquid nitrogen are limited and important analysis tools, material properties, and failure criteria for composites at cryogenic temperatures are virtually nonexistent. Increasing the challenge is the difficulty in testing for these required tools and parameters at 30K. A preliminary finite element analysis shows that failure due to CTE mismatch between the biased composite and titanium or aluminum is likely. Failure is less likely with Invar, however an initial mass estimate of Invar fittings demonstrates that Invar is not an automatic alternative. In order to gain confidence in analyzing and designing the ISM joints, a comprehensive joint development testing program has been planned and is currently running. The test program is designed for the correlation of the analysis methodology, including tuning finite element model parameters, and developing a composite failure criterion for the effect of multi-axial composite stresses on the strength of a bonded joint at 30K. The testing program will also consider stress mitigation using compliant composite layers and potential strength degradation due to multiple thermal cycles. Not only will the finite element analysis be correlated to the test data, but the FEA will be used to guide the design of the test. The first phase of the test program has been completed and the preliminary analysis has been revisited based on the test data In this work, we present an overview of the test plan, results today, and resulting design improvements.

Description: This report presents the facility, methods, and results of testing cryogenically-cooled spherical mirrors, using standard phase-shifting interferometry, at the Goddard Space Flight Center (GSFC). Two mirrors were supplied to GSFC by the European Space Technology Center, so that GSFC could render a second, independent cryo-measurement of their surface figures at 20K. These mirrors, produced by Galileo Avionica and its partners, demonstrate the technology of silicon carbide and SiC-composite lightweighted mirrors, designed for high accuracy (10 nm rms surface figure error) at both room temperature and 20K. The two mirrors provided for testing at GSFC include one made of sintered silicon carbide (mirror blank by Bettini), and a second made of the C/Si/SiC composite known as Cesic (supplied by ECM). Both mirrors are f/2 spheres with 150 mm clear aperture, and with integral mounts. At GSFC, the mirrors will be measured first at at room temperature, making use of standard techniques, with a predicted uncertainty of 2 nm. Then each mirror will be tested in the cryostat, down to 20K: first freely supported and, second, mounted to a Cesic plate that models a Cesic optical bench. The uncertainty of the resultant surface figure error is predicted to be about 5 nm rms. Details of the uncertainty budget are discussed in a related poster. GSFC's techniques and results can be usefully compared to the measurements performed on the same two mirrors by and for Galileo Avionica, who used a somewhat different test configuration and alignment approach.

Description: Thermal conductivity and tensile properties (elastic modulus, proportional limit strength, inplane tensile strength, and strain to failure) of a SiC/SiC composite were experimentally determined at 816 and 1204 C. Tests were performed at room temperature on the same material to obtain interlaminar shear and tensile strength. For each thermal and mechanical property 24 tests were conducted to capture the variation. A random sampling method was used to quantify the variability exhibited by the mean values of the thermal and mechanical properties. The minimum number of tests required to characterize the mean value of each thermal or mechanical property for the composite was determined by varying the group size of the random sample.

Description: A procedure has been developed to investigate the nonlinear response of composite plates under large strain and high strain rate loading. A recently developed strain dependent micromechanics model is extended to account for the shear effects during impact. Four different assumptions of shear deformation effects are investigated to improve the development strain rate dependent micromechanics model. A method to determine through the thickness strain and transverse Poisson's ratio is developed. The revised micromechanics model is implemented into higher order laminate theory. Parametric studies are conducted to investigate transverse shear effects during impact.

Description: Recently there has been a great deal of interest in research development and commercialization of solid oxide fuel cells (SOFCs). Joining and sealing are critical issues that will need to be addressed before SOFCs can truly perform as expected. Ceramics and metals can be difficult to join together, especially when the joint must withstand up to 900 C operating temperature of the SOFCs. The goal of the present study is to find the most suitable braze material for joining of yttria stabilized zirconia (YSZ) to stainless steel. A number of commercially available braze materials TiCuSil, TiCuNi, Copper-ABA, Gold-ABA and Gold-ABA-V have been evaluated. The oxidation behavior of the braze materials and steel substrates in air was also examined through thermogravimetric analysis. The microstructure and composition of the brazed regions have been examined by optical and scanning electron microscopy and eDS analysis. Effect of braze composition and processing conditions on the interfacial microstructure and composition of the joint regions will be presented.

Description: An analysis method based on a deformation (as opposed to damage) approach has been developed to model the strain rate dependent, nonlinear deformation of woven ceramic matrix composites, such as the Reinforced Carbon Carbon (RCC) material used on the leading edges of the Space Shuttle. In the developed model, the differences in the tension and compression deformation behaviors have also been accounted for. State variable viscoplastic equations originally developed for metals have been modified to analyze the ceramic matrix composites. To account for the tension/compression asymmetry in the material, the effective stress and effective inelastic strain definitions have been modified. The equations have also been modified to account for the fact that in an orthotropic composite the in-plane shear response is independent of the stiffness in the normal directions. The developed equations have been implemented into LS-DYNA through the use of user defined subroutines (UMATs). Several sample qualitative calculations have been conducted, which demonstrate the ability of the model to qualitatively capture the features of the deformation response present in woven ceramic matrix composites.

Description: Woven SiC/SiC Ceramic Matrix Composites (CMCs), manufactured by the slurry-cast, melt-infiltration process are under consideration as combustor liner materials in aircraft gas turbine engines. Tensile properties (elastic modulus, proportional limit strength, in-plane tensile strength and strain to failure) of the CMC, manufactured during two separate time periods (9/99 and 1/01) were determined at 816 and 1024 C by conducting tensile tests on specimens machined from the CMC plates. A total of 24 tensile tests were conducted for each temperature and CMC variant combination. In this study average tensile properties of the two cMC variants were statistically compared to evaluate significant differences, if any, within the CMC's properties.

Description: Vane subelements were fabricated from a silicon carbide fiber reinforced silicon carbide matrix (SiC/SiC) composite and were coated with an environmental barrier coating (EBC). A test configuration for the vanes in a gas turbine environment was designed and fabricated. Prior to testing, finite element analyses were performed to predict the temperatures and stress conditions present in vane during rig testing. This paper discusses the test configuration, the finite element analysis predictions, and results of the vane testing.

Description: Ultrahigh temperature ceramics (UHTC) have performed unreliably due to material flaws and attachment design. These deficiencies are brought to the fore by the low fracture toughness and thermal shock resistance of the UHTC. If these deficiencies are overcome, we are still faced with poor oxidation resistance as a limitation on UHTC applicability to reusable launch vehicles. We have been addressing the deficiencies of UHTC for the past two years via a small task at GRC that is in the Airframe part of the Next Generation Launch Technology Program. Our focus is on composite constructions and functional grading to address the mechanical issues and on composition modification to address the oxidation issue. The progress on approaches to improving oxidation resistance by alloying and functional grading will be reported.

Description: SiC-SiC ceramic matrix composites (CMCs) manufactured by the slurry -cast melt-infiltration (MI) process are leading candidates for many hot-section turbine engine components. A collaborative program between Goodrich Corporation and NASA-Glenn Research Center is aimed at determining and optimizing woven SiC/SiC CMC performance and reliability. A variety of composites with different fiber types, interphases and matrix compositions have been fabricated and evaluated. Particular focus of this program is on the development of interphase systems that will result in improved intermediate temperature stressed-oxidation properties of this composite system. The effect of the different composite variations on composite properties is discussed and, where appropriate, comparisons made to properties that have been generated under NASA's Ultra Efficient Engine Technology (UEET) Program.

Description: Foreign object damage (FOD) behavior of a gas-turbine grade SiC/SiC ceramic matrix composite (CMC) was determined at 25 and 1316 C, employing impact velocities from 115 to 440 meters per second by 1.59-mm diameter stell-ball projectiles. Two different types of specimen support were used at each temperature: fully supported and partially supported. For a given temperature, the degree of post-impact strength degradation increased with increasing impact velocity, and was greater in a partially supported configuration than in a fully supported one. The elevated-temperature FOD resistance of the composite, particularly under partially supported loading at higher impact velocities greater than or equal to 350 meters per second, was significantly less than the ambient-temperature counterpart, attributed to a weakening effect of the composite. For fully supported loading, frontal contact stress played a major role in generating composite damage; whereas, for partially supported loading, both frontal contact and backside bending stresses were combined sources of damage generation. The SiC/SiC composite was able to survive higher energy impacts without complete structural failure but suffered more strength affecting damage from low energy impacts than AS800 and SN282 silicon nitrides.

Description: Using data from panels with 2D woven architectures,t his presentation describes progress in identifying advanced constituent materials and processes for achieving a high conductivity SiC/SiC composite system with long-term structural life under oxidizing conditions at 2600 degrees F. A key factor for this progress is the development of approaches at NASA GRC that allow the constituent SiC fiber and SiC matrix to display high thermal conductivity, high creep-rupture resistance and high microstructural stability at temperatures above 3000 degree F. Another important factor is the avoidance of free silicon in the SiC matrix, thereby providing the composites with the capability for extended service above the silicon melting point (2550 degrees F). The effects of utilizing various materials and processes for the SiC matrix are presented and discussed.

Description: The initial edition of the Mil Handbook 17, Vol. 5 on ceramic matrix composites (CMCs) was recently published. Part C of this CMC volume describes procedures for characterization of the thermal, physical, and mechanical properties of CMCs and subsequent data analysis procedures. As is the case for entire CMC volume, this chapter is a "work in progress" with sections on recommended test plans and matrices, data reduction, and test methods. This presentation will describe the current status in development of this section of the CMC volume and will highlight examples of critical issues that will be addressed in this volume. CMC systems are a different class of material than metals or polymer matrix composite with different mechanical response and failure modes, design rules, test methods, and characterization techniques. The CMC test protocols need to include guidance on how to generate enough reliable data in order to estimate, with reasonable confidence, the lower bounds of performance properties, such as strength and life. Strength data sets on two material systems, C/SiC and Nicalon/SiNC, and a creep rupture data set on C/SiC, will be presented to highlight this issue. The structural properties of CMC parts can sometimes be significantly different than those obtained from flat panels because of changes in fiber architecture often required to make shapes and spatial and lot-to-lot variations in processing conditions. To illustrate an example, the hoop tensile properties of SiC/SiC cylinders will be compared to properties obtained from flat panels fabricated from the same composites. These CMC testing-design issues are being defined and documented in the Mil Handbook 17 CMC volume.

Description: This paper addresses the requirements of a control system for active turbine tip clearance control in a generic commercial turbofan engine through design and analysis. The control objective is to articulate the shroud in the high pressure turbine section in order to maintain a certain clearance set point given several possible engine transient events. The system must also exhibit reasonable robustness to modeling uncertainties and reasonable noise rejection properties. Two actuators were chosen to fulfill such a requirement, both of which possess different levels of technological readiness: electrohydraulic servovalves and piezoelectric stacks. Identification of design constraints, desired actuator parameters, and actuator limitations are addressed in depth; all of which are intimately tied with the hardware and controller design process. Analytical demonstrations of the performance and robustness characteristics of the two axisymmetric LQG clearance control systems are presented. Takeoff simulation results show that both actuators are capable of maintaining the clearance within acceptable bounds and demonstrate robustness to parameter uncertainty. The present model-based control strategy was employed to demonstrate the tradeoff between performance, control effort, and robustness and to implement optimal state estimation in a noisy engine environment with intent to eliminate ad hoc methods for designing reliable control systems.

Description: Ceramic thermal and environmental barrier coatings (TEBCs) are used in gas turbine engines to protect engine hot-section components in the harsh combustion environments, and extend component lifetimes. For future high performance engines, the development of advanced ceramic barrier coating systems will allow these coatings to be used to simultaneously increase engine operating temperature and reduce cooling requirements, thereby leading to significant improvements in engine power density and efficiency. In order to meet future engine performance and reliability requirements, the coating systems must be designed with increased high temperature stability, lower thermal conductivity, and improved thermal stress and erosion resistance. In this paper, ceramic coating design and testing considerations will be described for high temperature and high-heat-flux engine applications in hot corrosion and oxidation, erosion, and combustion water vapor environments. Further coating performance and life improvements will be expected by utilizing advanced coating architecture design, composition optimization, and improved processing techniques, in conjunction with modeling and design tools.

Description: A Data Fusion System designed to provide a reliable assessment of the occurrence of Foreign Object Damage (FOD) in a turbofan engine is presented. The FOD-event feature level fusion scheme combines knowledge of shifts in engine gas path performance obtained using a Kalman filter, with bearing accelerometer signal features extracted via wavelet analysis, to positively identify a FOD event. A fuzzy inference system provides basic probability assignments (bpa) based on features extracted from the gas path analysis and bearing accelerometers to a fusion algorithm based on the Dempster-Shafer-Yager Theory of Evidence. Details are provided on the wavelet transforms used to extract the foreign object strike features from the noisy data and on the Kalman filter-based gas path analysis. The system is demonstrated using a turbofan engine combined-effects model (CEM), providing both gas path and rotor dynamic structural response, and is suitable for rapid-prototyping of control and diagnostic systems. The fusion of the disparate data can provide significantly more reliable detection of a FOD event than the use of either method alone. The use of fuzzy inference techniques combined with Dempster-Shafer-Yager Theory of Evidence provides a theoretical justification for drawing conclusions based on imprecise or incomplete data.

Description: This paper addresses two aspects of duct propagation and radiation which can contribute to more efficient fan noise predictions. First, we assess the effectiveness of Rayleigh's formula as a ducted fan noise prediction tool. This classical result which predicts the sound produced by a piston in a flanged duct is expanded to include the uniform axial inflow case. Radiation patterns using Rayleigh's formula with single radial mode input are compared to those obtained from the more precise ducted fan noise prediction code TBIEM3D. Agreement between the two methods is excellent in the peak noise regions both forward and aft. Next, we use TBIEM3D to calculate generalized radiation impedances and power transmission coefficients. These quantities are computed for a wide range of operating parameters. Results were obtained for higher Mach numbers, frequencies, and circumferential mode orders than have been previously published. Viewed as functions of frequency, calculated trends in lower order inlet impedances and power transmission coefficients are in agreement with known results. The relationships are more oscillatory for higher order modes and higher Mach numbers.

Description: As the use of advanced composite materials continues to increase in the aerospace community, the need for a quantitative, rapid, in situ inspection technology has become a critical concern throughout the industry. In many applications it is necessary to monitor changes in these materials over an extended period of time to determine the effects of various load conditions. Additionally, the detection and characterization of defects such as delaminations, is of great concern. This paper will present the application of infrared thermography to characterize various composite materials and show the advantages of different heat source types. Finally, various analysis methodologies used for quantitative material property characterization will be discussed.

Description: Active, closed-loop control of combustor pattern factor is a cooperative effort between Honeywell (formerly AlliedSignal) Engines and Systems and the NASA Glenn Research Center to reduce emissions and turbine-stator vane temperature variations, thereby enhancing engine performance and life, and reducing direct operating costs. Total fuel flow supplied to the engine is established by the speed/power control, but the distribution to individual atomizers will be controlled by the Active Combustor Pattern Factor Control (ACPFC). This system consist of three major components: multiple, thin-film sensors located on the turbine-stator vanes; fuel-flow modulators for individual atomizers; and control logic and algorithms within the electronic control.

Description: THe objectives are: 1. To experimentally validate bi-axial plate flexural performance of PMC-Ti H/C-A286 sandwich panels for the internally pressurized RBCC combustion chamber support structure. 2. To explore ASTM 2-D plate flexure test (D 6416) to simulate the internal pressure loading and to correlate the results with analytical and FE modeling based on 2-D flexure properties.

Description: Polyimide composites are being evaluated for use in lightweight support structures designed to preserve the ideal flow geometry within thin shell combustion chambers of future space launch propulsion systems. Principles of lightweight design and innovative manufacturing techniques have yielded a sandwich structure with an outer face sheet of carbon fiber polyimide matrix composite. While the continuous carbon fiber enables laminated skin of high specific stiffness; the polyimide matrix materials ensure that the rigidity and durability is maintained at operation temperatures of 316 C. Significant weight savings over all metal support structures are expected. The protypical structure is the result of ongoing collaboration, between Boeing and NASA-GRC seeking to introduce polyimide composites to the harsh environmental and loads familiar to space launch propulsion systems. Design trade analyses were carried out using relevant closed form solutions, approximations for sandwich beams/panels and finite element analysis. Analyses confirm the significant thermal stresses exist when combining materials whose coefficients of thermal expansion (CTEs) differ by a factor of about 10 for materials such as a polymer composite and metallic structures. The ramifications on design and manufacturing alternatives are reviewed and discussed. Due to stringent durability and safety requirements, serious consideration is being given to the synergistic effects of temperature and mechanical loads. The candidate structure operates at 316 C, about 80% of the glass transition temperature T(sub g). Earlier thermomechanical fatigue (TMF) investigations of chopped fiber polyimide composites made this near to T(sub g), showed that cyclic temperature and stress promoted excessive creep damage and strain accumulation. Here it is important to verify that such response is limited in continuous fiber laminates.

Description: A micromechanical modeling procedure is developed to predict the viscoelastic properties of a graphite nanoplatelet/epoxy composite as a function of volume fraction and nanoplatelet diameter. The predicted storage and loss moduli from the model are compared to measured values from the same material using Dynamical Mechanical Analysis, nanoindentation, and tensile tests. In most cases, the model and experiments indicate that for increasing volume fractions of nanoplatelets, both the storage and loss moduli increase. Also, in most cases, the model and experiments indicate that as the nanoplatelet diameter is increased, the storage and loss moduli decrease and increase, respectively.

Description: The post return-to-flight (RTF) inspection methodology for the Orbiter Leading Edge Structural Subsystem (LESS) is currently being defined. Numerous NDT modalities and techniques are being explored to perform the flight-to-flight inspections of the reinforced carbon/carbon (RCC) composite material for impact damage, general loss of mass in the bulk layers, or other anomalous conditions that would pose risk to safe return upon re-entry. It is possible to have an impact upon ascent that is not visually observable on the surface, yet causes internal damage. Radiographic testing may be a useful NDT technique for such occurrences. The authors have performed radiographic tests on full-sized mock samples of LESS hardware with embedded image quality phantoms. Digitized radiographic film, computed radiography and flat panel digital real-time radiography was acquired using a GE Eresco 200 x-ray tube, and Se-75 and Yb-169 radioisotopes.

Description: No abstract available

Description: Acoustic emission (AE) signals generated from projectile impacts on reinforced and advanced carbon/carbon (RCC and ACC) panels, fired from a compressed-gas gun, identify the type and severity of damage sustained by the target. This type of testing is vital in providing the required "return to flight" (RTF) data needed to ensure continued and safe operation of NASA's Space Shuttle fleet. The gas gun at Kennedy Space Center is capable of propelling 12-inch by 3-inch cylinders of external tank (ET) foam at exit velocities exceeding 1,000 feet per second. Conventional AE analysis techniques require time domain processing of impulse data, along with amplitude distribution analysis. It is well known that identical source excitations can produce a wide range of AE signals amplitudes. In order to satisfy RTF goals, it is necessary to identify impact energy levels above and below damage thresholds. Spectral analysis techniques involving joint time frequency analysis (JTFA) are used to reinforce time domain AE analysis. JTFA analysis of the AE signals consists of short-time Fourier transforms (STFT) and the Huang-Hilbert transform (HHT). The HHT provides a very good measure of the instantaneous frequency of impulse events dominated by a single component. Identifying failure modes and cracking of fibers from flexural and/or extensional mode acoustic signals will help support in-flight as well as postflight impact analysis.

Description: This paper describes a test method developed to identify whether certain materials and material systems are suitable candidates for large pressurized reusable cryogenic tanks intended for use in current and future manned launch systems. It provides a quick way to screen numerous candidate materials for permeability under anticipated loading environments consistent with flight conditions, as well as addressing reusability issues. cryogenic tank, where the major design issue was hydrogen permeability. It was successfully used to evaluate samples subjected to biaxial loading while maintaining test temperatures near liquid hydrogen. After each sample was thermally preconditioned, a cyclic pressure load was applied to simulate the in-plane strain. First permeability was measured while a sample was under load. Then the sample was unloaded and allowed to return to ambient temperature. The test was repeated to simulate reusability, in order to evaluate its effects on material permeability.

Description: The distribution of ceramic particles in a metal matrix composite material depends primarily on the interaction of the particles with the solid/liquid interface during the solidification process. A numerical model that describes the evolution of the shape of the solid/liquid interface in the proximity of a foreign particle will presented in this paper. The model accounts for the influence of the temperature gradient and the Gibbs-Thomson and disjoining pressure effects. It shows that for the systems characterized by k(sub p) 〈 k(sub L) the disjoining pressure causes the interface curvature to change its sign in the close-contact particle/interface region. It also shows that the increase of the temperature gradient diminishes the effect of the disjoining pressure. The analysis of the numerical results obtained for a large range of processing conditions and materials parameters has led to the development of an analytical solution for the critical velocity of pushing/engulfinent transition. The theoretical results will be discussed and compared with the experimental measurements performed under microgravity conditions.

Description: Ultraviolet-enhanced chemical vapor deposition (UVCVD) has been developed to lower the required substrate temperature thereby allowing for the application of metal oxide-based coatings to carbon and ceramic fibers without causing significant fiber damage. An effort to expand this capability to other ceramic phases chosen to maximize oxidation protection in the likely event of matrix cracking and minimize possible reaction between the coating and fiber during long-term high temperature use will be presented along with studies aimed at the demonstration of these and other benefits for the next-generation interface coating systems being developed herein.

Description: Using a pressureless melt infiltration and in situ reaction process to form the silicon carbide (SiC) matrix, Ultramet has been developing a means to rapidly fabricate ceramic matrix composites (CMCs) targeting thicker sections. The process also employs a unique route for the application of oxide fiber interface coatings designed to protect the fiber and impart fiber-matrix debond. Working toward a 12 inch diameter, 2.5 inch thick demonstrator component, the effect of various processing parameters on room temperature flexure strength is being studied with plans for more extensive elevated temperature mechanical strength evaluation to follow this initial optimization process.

Description: Ceramic matrix composites (CMC) reinforced by Sic fibers, such as SiC/SiC, are targeted for application in hot-section components of advanced engines for aerospace propulsion and for electrical power generation. Two Super Sylramic Sic fiber types recently developed at NASA using the Sylramic fiber from COI Ceramics are candidates fof providing these components with improved thermal capability and improved performance. This paper reports on the state-of-the-art ability of these new fiber types to meet the key fiber requirements of these applications: high strength, high creep-rupture resistance, high environmental resistance, and high thermal conductivity. For example, creep-rupture tests performed at from 1350 to 1500 C under various environments to simulate CMC fabrication and service conditions show creep resistance in air improved -20 and -7 times in comparison to current Sylramic and Sylramic-iBN fiber types, respectively. This in turn resulted in an increase in fiber rupture life by up to two orders of magnitude. TEM and AES microscopic observations are presented to indicate that these improvements can be correlated with the replacement of weak grain boundary phases with stronger phases that hinder grain boundary sliding more effectively. SiC/SiC composite results are also provided to show the advantages of the Super Sylramic fiber types both for CMC fabrication and high temperature application.

Description: The environmental barrier coating (EBC) for SiC/SiC ceramic matrix composites and Si3N4 ceramics is an emerging field as the application of silicon-based ceramics in the gas turbine engine hot section is on the horizon, both for aero and industrial gas turbines. EBC is an enabling technology for silicon-based ceramics because these materials without an EBC cannot be used in combustion environments due to rapid surface recession. Significant progress in EBC development has been made during the last decade through various government-sponsored programs. Current EBCs are based on silicon, mullite (3Al2O3-2SiO2) and BSAS (barium strontium aluminum silicate with celsian structure). Volatility of BSAS, BSAS-silica chemical reaction, and low melting point of silicon limit temperature capability of current EBCs to about 1350 C for long-term applications. There is a need for higher temperature EBCs as the temperature capability of silicon-based ceramics continue to increase. Therefore, research is underway to develop EBCs with improved temperature capability compared to current EBCs. The current status and issues with the advanced EBC development efforts will be discussed.

Description: The residual strength and life of C/SiC is dominated by carbon interface and fiber oxidation if thermal and mechanical stresses combine with thermal expansion mismatch in a manner such that seal coat and matrix cracks are open to allow oxygen ingress. Under these circumstances life can be predicted by simple oxidation based models based on reaction controlled kinetics at low temperature and gas phase diffusion controlled kinetics at high temperature. Key life governing variables in these models include temperature, applied stress, initial strength, oxygen partial pressure and total pressure. In this paper these models are described and extended to mission cycle life prediction.

Description: PM304 is a NASA-developed composite powder metallurgy material that is being developed for high temperature applications such as bushings in high temperature industrial furnace conveyor systems. My goal this summer was to analyze and evaluate the effects that heat exposure had on the PM304 material at 500 C and 650 C. The material is composed of Ni-Cr, Ag, Cr2O3, and eutectic BaF2-CaF2. PM304 is designed to eliminate the need for oil based lubricants in high temperature applications, while reducing friction and wear. However, further investigation was needed to thoroughly examine the properties of PM304. The effects of heat exposure on PM304 bushings were investigated. This investigation was necessary due to the high temperatures that the material would be exposed to in a typical application. Each bushing was cut into eight sections. The specimens were heated to 500 C or 650 C for time intervals from 1 hr to 5,000 hrs. Control specimens were kept at room temperature. Weight and thickness measurements were taken before and after the bushing sections were exposed to heat. Then the heat treated specimens were mounted and polished side by side with the control specimens. This enabled optical examination of the material's microstructure using a metallograph. The specimens were also examined with a scanning electron microscope (SEM). The microstructures were compared to observe the effects of the heat exposure. Chemical analysis was done to investigate the interactions between Ni-Cr and BaF2-CaF2 and between Cr2O3 and BaF2-CaF2 at high temperature. To observe this, the two compounds that were being analyzed were mixed in a crucible in varied weight percentages and heated to 1100 C in a furnace for approximately two hours. Then the product was allowed to cool and was then analyzed by X-ray diffraction. Interpretation of the results is in progress.

Description: SiC/SiC composites fabricated by the melt infiltration method are candidate materials for the turbine components such as combustor liners, nozzle vanes and blades because of their high temperature strength, and thermal conductivity. To avoid surface recession in a combustion environment containing moisture, these materials also require an environmental barrier coating (EBC). Under thermal loading condition alone, the EBC coated SiC/SiC components show microstructural and strength stability after -1 5000 hr exposure to 12OO0C in combustion environment. However, the stability of SiC/SiC composites under impact conditions is not fully understood. In this study, both uncoated and EBC coated SiC/SiC composite specimens were impact tested by steel-ball projectiles at room temperature and at 1300 C in air. After impact, the specimens were analyzed under a scanning electron microscope to assess coating damage, and then tensile and bend tested at room temperature to determine their residual strength. The extent of coating and substrate damage with increasing projectile velocity was imaged and analyzed using nondestructive evaluation (NDE) methods such as micro focus x-ray radiography, tomography, and thermal wave imaging. The mechanical property results of impacted specimens are correlated with the NDE results and the scanning electron microscopy (SEM) observations. Influence of projectile velocity on impact damage of the coating/substrate, and the implication coating damage on durability of the composite will be discussed.

Description: One key factor that limits the performance of current gas turbine engines is the temperature capability of hot section structural components. Silicon-based ceramics, such as SiC/SiC composites and monolithic Si3N4, are leading candidates to replace superalloy hot section components in the next generation gas turbine engines due to their excellent high temperature properties. A major stumbling block to realizing Si-based ceramic hot section components is the recession of Si-based ceramics in combustion environments due to the volatilization of silica scale by water vapor. An external environmental barrier coating (EBC) is the most promising approach to preventing the recession. Current EBCs are based on silicon, mullite (3A12O3-2SiO2) and BSAS (barium strontium aluminum silicate with celsian structure). Volatility of BSAS, BSAS-silica chemical reaction, and low melting point of silicon limit the durability and temperature capability of current EBCs. Research is underway to develop EBCs with longer life and enhanced temperature capability. Understanding key issues affecting the performance of current EBCs is necessary for successful development of advanced EBCs. These issues include stress, chemical compatibility, adherence, and water vapor stability. Factors that affect stress are thermal expansion mismatch, phase stability, chemical stability, elastic modulus, etc. The current understanding on these issues will be discussed.

Description: Environments that impose operational constraints on conventional silicon-(Si) based semiconductor devices frequently appear in military- and space-grade applications. These constraints include high temperature, high power, and high radiation environments. Silicon carbide (SiC), an alternative type of semiconductor material, has received abundant research attention in the past few years, owing to its radiation-hardened properties as well as its capability to withstand high temperatures and power levels. However, the growth and manufacture of SiC devices is still comparatively immature, and there are severe limitations in present crystal growth and device fabrication processes. Among these limitations is a variety of crystal imperfections known as defects. These imperfections can be point defects (e.g., vacancies and interstitials), line defects (e.g., edge and screw dislocations), or planar defects (e.g., stacking faults and double-positioning boundaries). All of these defects have been experimentally shown to be detrimental to the performance of electron devices made from SiC. As such, it is imperative that these defects are significantly reduced in order for SiC devices to become a viable entity in the electronics world. The NASA Glenn High Temperature Integrated Electronics & Sensors Team (HTIES) is working to identify and eliminate these defects in SiC by implementing improved epitaxial crystal growth procedures. HTIES takes two-inch SiC wafers and etches patterns, producing thousands of mesas into each wafer. Crystal growth is then carried out on top of these mesas in an effort to produce films of improved quality-resulting in electron devices that demonstrate superior performance-as well as fabrication processes that are cost-effective, reliable, and reproducible. In this work, further steps are taken to automate HTIES' SiC wafer inspection system. National Instruments LabVIEW image processing and pattern recognition routines are developed that are capable of quantifying and mapping defects on both the substrate and mesa surfaces, and of quantifying polymorphic changes in the grown materials. In addition, an optical emission microscopy (OEM) system is developed that will facilitate comprehensive study of recombination-enhanced dislocation motion (REDM).

Description: A method of energy production that is capable of low pollutant emissions is fundamental to one of the four pillars of NASA s Aeronautics Blueprint: Revolutionary Vehicles. Bubble combustion, a new engine technology currently being developed at Glenn Research Center promises to provide low emissions combustion in support of NASA s vision under the Emissions Element because it generates power, while minimizing the production of carbon dioxide (CO2) and nitrous oxides (NOx), both known to be Greenhouse gases. and allows the use of alternative fuels such as corn oil, low-grade fuels, and even used motor oil. Bubble combustion is analogous to the inverse of spray combustion: the difference between bubble and spray combustion is that spray combustion is spraying a liquid in to a gas to form droplets, whereas bubble combustion involves injecting a gas into a liquid to form gaseous bubbles. In bubble combustion, the process for the ignition of the bubbles takes place on a time scale of less than a nanosecond and begins with acoustic waves perturbing each bubble. This perturbation causes the local pressure to drop below the vapor pressure of the liquid thus producing cavitation in which the bubble diameter grows, and upon reversal of the oscillating pressure field, the bubble then collapses rapidly with the aid of the high surface tension forces acting on the wall of the bubble. The rapid and violent collapse causes the temperatures inside the bubbles to soar as a result of adiabatic heating. As the temperatures rise, the gaseous contents of the bubble ignite with the bubble itself serving as its own combustion chamber. After ignition, this is the time in the bubble s life cycle where power is generated, and CO2, and NOx among other species, are produced. However, the pollutants CO2 and NOx are absorbed into the surrounding liquid. The importance of bubble combustion is that it generates power using a simple and compact device. We conducted a parametric study using CAVCHEM, a computational model developed at Glenn, that simulates the cavitational collapse of a single bubble in a liquid (water) and the subsequent combustion of the gaseous contents inside the bubble. The model solves the time-dependent, compressible Navier-Stokes equations in one-dimension with finite-rate chemical kinetics using the CHEMKIN package. Specifically, parameters such as frequency, pressure, bubble radius, and the equivalence ratio were varied while examining their effect on the maximum temperature, radius, and chemical species. These studies indicate that the radius of the bubble is perhaps the most critical parameter governing bubble combustion dynamics and its efficiency. Based on the results of the parametric studies, we plan on conducting experiments to study the effect of ultrasonic perturbations on the bubble generation process with respect to the bubble radius and size distribution.

Description: This study was conducted as a part of the Firefly Energy Space Act Agreement project to investigate the possible use of composite materials in lead acid batteries. Specifically, it examined the use of intercalated graphite composites as buss bars. Currently, buss bars of these batteries are made of lead, a material that is problematic for several reasons. Over time, the lead is subject to both corrosion at the positive plate and sulfation at the negative plate, resulting in decreased battery life. In addition, the weight and size of the lead buss bars make for a heavy and cumbersome battery that is undesirable. Functionality and practicality of lead buss bars is adequate at best; consequently, investigation of more efficient composite materials would be advantageous. Practically speaking, graphite composites have a low density that is nearly one fourth that of its lead counterpart. A battery made of less dense materials would be more attractive to the consumer and the producer because it would be light and convenient. More importantly, low weight would be especially beneficial because it would result in greater overall power density of the battery. In addition to power density, use of graphite composite materials can also increase the life of the battery. From a functional standpoint, corrosion and sulfation at the positive and negative plates are major obstacles when considering how to extend battery life. Neither of these reactions are a factor when graphite composites replace lead parts because graphite is chemically non-reactive with the electrolyte within the battery. Without the problem of corrosion or sulfation, battery life expectancy can be almost doubled. The replacement of lead battery parts with composite materials is also more environmentally favorable because of easy disposal of organic materials. For this study, both pristine and bromine intercalated single-ply graphite fiber composites were created. The composites were fabricated in such a way as to facilitate their use in a 3" x 1/2" buss bar test cell. The prime objective of this investigation was to examine the effectiveness of a variety of graphite composite materials to act as buss bars and carry the current to and from the positive and negative battery plates. This energy transfer can be maximized by use of materials with high conductivity to minimize the buss resistance. Electrical conductivity of composites was measured using both a contactless eddy current probe and a four point measurement. In addition, the stability of these materials at battery-use conditions was characterized.

Description: A constitutive mathematical model has been developed that predicts the nonlinear thermomechanical behaviors of shape-memory-alloys (SMAs) and of shape-memory-alloy hybrid composite (SMAHC) structures, which are composite-material structures that contain embedded SMA actuators. SMAHC structures have been investigated for their potential utility in a variety of applications in which there are requirements for static or dynamic control of the shapes of structures, control of the thermoelastic responses of structures, or control of noise and vibrations. The present model overcomes deficiencies of prior, overly simplistic or qualitative models that have proven ineffective or intractable for engineering of SMAHC structures. The model is sophisticated enough to capture the essential features of the mechanics of SMAHC structures yet simple enough to accommodate input from fundamental engineering measurements and is in a form that is amenable to implementation in general-purpose structural analysis environments.

Description: One of the major challenges for NASA's next-generation reusable-launch-vehicle (RLV) program is the design of a cryogenic lightweight composite fuel tank. Potential matrix resin systems need to exhibit a low coefficient of thermal expansion (CTE), good mechanical strength, and excellent barrier properties at cryogenic temperatures under load. In addition, the resin system needs to be processable by a variety of non-autoclavable techniques, such as vacuum-bag curing, resin-transfer molding (RTM), vacuum-assisted resin-transfer molding (VaRTM), resin-film infusion (RFI), pultrusion, and advanced tow placement (ATP). To meet these requirements, the Advanced Materials and Processing Branch (AMPB) at NASA Langley Research Center developed a new family of wholly aromatic liquid-crystal oligomers that can be processed and thermally cross-linked while maintaining their liquid-crystal order. All the monomers were polymerized in the presence of a cross-linkable unit by use of an environmentally benign melt-condensation technique. This method does not require hazardous solvents, and the only side product is acetic acid. The final product can be obtained as a powder or granulate and has an infinite shelf life. The obtained oligomers melt into a nematic phase and do not exhibit isotropization temperatures greater than the temperatures of decomposition (Ti 〉 T(sub dec)). Three aromatic formulations were designed and tested and included esters, ester-amides, and ester-imides. One of the major advantages of this invention, named LaRC-LCR or Langley Research Center-Liquid Crystal Resin, is the ability to control a variety of resin characteristics, such as melting temperature, viscosity, and the cross-link density of the final part. Depending on the formulation, oligomers can be prepared with melt viscosities in the range of 10-10,000 poise (100 rad/s), which can easily be melt-processed using a variety of composite-processing techniques. This capability provides NASA with custom-made matrix resins that meet the required processing conditions for the fabrication of textile composites. Once the resin is in place, the temperature is raised to 375 C and the oligomers are cross-linked into a high-glass-transition-temperature (Tg) nematic network without releasing volatiles. The mechanical properties of the fully crosslinked, composite articles are comparable to typical composites based on commercially available epoxy resins.

Description: Vectran HS appears from literature and testing to date to be an ideal upgrade from Kevlar braided cords for many long-term, static-loading applications such as tie-downs on solar arrays. Vectran is a liquid crystalline polymer and exhibits excellent tensile properties. The material has been touted as a zero creep product. Testing discussed in this report does not support this statement, though the creep is on the order of four times slower than with similar Kevlar 49 products. Previous work with Kevlar and new analysis of Vectran testing has led to a simple predictive model for Vectran at ambient conditions. The mean coefficient of thermal expansion (negative in this case) is similar to Kevlar 49, but is not linear. A positive transition in the curve occurs near 100 C. Out-gassing tests show that the material performs well within parameters for most space flight applications. Vectran also offers increased abrasion resistance, minimal moisture regain, and similar UV degradation. The effects of material construction appear to have a dramatic effect in stress relaxation for braided Vectran. To achieve the improved relaxation rate, upgrades must also examine alternate construction or preconditioning methods. This report recommends Vectran HS as a greatly improved replacement material for applications where time-dependent relaxation is a major factor.

Description: The High-Fidelity Generalized Method of Cells (HFGMC) micromechanics model has recently been reformulated by Bansal and Pindera (in the context of elastic phases with perfect bonding) to maximize its computational efficiency. This reformulated version of HFGMC has now been extended to include both inelastic phases and imperfect fiber-matrix bonding. The present paper presents an overview of the HFGMC theory in both its original and reformulated forms and a comparison of the results of the two implementations. The objective is to establish the correlation between the two HFGMC formulations and document the improved efficiency offered by the reformulation. The results compare the macro and micro scale predictions of the continuous reinforcement (doubly-periodic) and discontinuous reinforcement (triply-periodic) versions of both formulations into the inelastic regime, and, in the case of the discontinuous reinforcement version, with both perfect and weak interfacial bonding. The results demonstrate that identical predictions are obtained using either the original or reformulated implementations of HFGMC aside from small numerical differences in the inelastic regime due to the different implementation schemes used for the inelastic terms present in the two formulations. Finally, a direct comparison of execution times is presented for the original formulation and reformulation code implementations. It is shown that as the discretization employed in representing the composite repeating unit cell becomes increasingly refined (requiring a larger number of sub-volumes), the reformulated implementation becomes significantly (approximately an order of magnitude at best) more computationally efficient in both the continuous reinforcement (doubly-periodic) and discontinuous reinforcement (triply-periodic) cases.

Description: This viewgraph presentation provides information on the use of Extrusion Freeform Fabrication (EEF) for the fabrication of carbon nanotubes. The presentation addresses TGA analysis, Raman spectroscopy, radiation tests, and mechanical properties of the carbon nanotubes.