Procedure for implementation of temperature-dependent mechanical property capability in the Engineering Analysis Language (EAL) system

A procedure is presented to allow the use of temperature dependent mechanical properties in the Engineering Analysis Language (EAL) System for solid structural elements. This is accomplished by including a modular runstream in the main EAL runstream. The procedure is applicable for models with multiple materials and with anisotropic properties, and can easily be incorporated into an existing EAL runstream. The procedure (which is applicable for EAL elastic solid elements) is described in detail, followed by a description of the validation of the routine. A listing of the EAL runstream used to validate the procedure is included in the Appendix

Ceramic Matrix Composite (CMC) Thermal Protection Systems (TPS) and Hot Structures for Hypersonic Vehicles

Thermal protection systems (TPS) and hot structures are required for a range of hypersonic vehicles ranging from ballistic reentry to hypersonic cruise vehicles, both within Earth's atmosphere and non-Earth atmospheres. The focus of this paper is on air breathing hypersonic vehicles in the Earth's atmosphere. This includes single-stage to orbit (SSTO), two-stage to orbit (TSTO) accelerators, access to space vehicles, and hypersonic cruise vehicles. This paper will start out with a brief discussion of aerodynamic heating and thermal management techniques to address the high heating, followed by an overview of TPS for rocket-launched and air-breathing vehicles. The argument is presented that as we move from rocket-based vehicles to air-breathing vehicles, we need to move away from the insulated airplane approach used on the Space Shuttle Orbiter to a wide range of TPS and hot structure approaches. The primary portion of the paper will discuss issues and design options for CMC TPS and hot structure components, including leading edges, acreage TPS, and control surfaces. The current state-of-the-art will be briefly discussed for some of the components. The two primary technical challenges impacting the use of CMC TPS and hot structures for hypersonic vehicles are environmental durability and fabrication, and will be discussed briefly

Bonding and Sealing Evaluations for Cryogenic Tanks

Several different cryogenic tank concepts are being considered for reusable launch vehicles (RLV'S) . Though different tank concepts are being considered, many will require that the cryogenic insulation be evacuated and be bonded to a structure. In this work, an attempt was made to evaluate the effectiveness of maintaining a vacuum on a specimen where foam or honeycomb core was encased within Gr/Ep. In addition to these tests, flatwise adhesion pull off tests were performed at room temperature with PR 1664, EA 9394, FM-300, Crest 3170, and HT 435 adhesives. The materials bonded included Gr/Ep, Gr/BMI, Al, and stainless steel facesheets, and Ti honeycomb, Hexcel honeycomb, and Rohacell foam core materials

Oxidation and Emittance Studies of Coated Mo-Re

A commercially available Fe-Cr-Si coating (R512E) and a silicide coating were evaluated regarding their ability to protect Mo-Re from oxidation. The R512E coating provided very good oxidation protection at 1260 C in atmospheric air. Oxidation tests were also performed at Mach 4 in the HYMETS facility at NASA Langley Research Center where again the R512E provided good oxidation protection but for much shorter times. Emittance measurements as a function of wavelength were also obtained for the R512E coating on Mo-Re after exposure to the Mach 4 environment at 1150 C and 1230 C

Characterization of a Method for Inverse Heat Conduction Using Real and Simulated Thermocouple Data

It is often impractical to instrument the external surface of high-speed vehicles due to the aerothermodynamic heating. Temperatures can instead be measured internal to the structure using embedded thermocouples, and direct and inverse methods can then be used to estimate temperature and heat flux on the external surface. Two thermocouples embedded at different depths are required to solve direct and inverse problems, and filtering schemes are used to reduce noise in the measured data. Accuracy in the estimated surface temperature and heat flux is dependent on several factors. Factors include the thermocouple location through the thickness of a material, the sensitivity of the surface solution to the error in the specified location of the embedded thermocouples, and the sensitivity to the error in thermocouple data. The effect of these factors on solution accuracy is studied using the methodology discussed in the work of Pizzo, et. al.1 A numerical study is performed to determine if there is an optimal depth at which to embed one thermocouple through the thickness of a material assuming that a second thermocouple is installed on the back face. Solution accuracy will be discussed for a range of embedded thermocouple depths. Moreover, the sensitivity of the surface solution to (a) the error in the specified location of the embedded thermocouple and to (b) the error in the thermocouple data are quantified using numerical simulation, and the results are discussed

Advances in Hot-Structure Development

The National Aeronautics and Space Administration has actively participated in the development of hot structures technology for application to hypersonic flight systems. Hot structures have been developed for vehicles including the X-43A, X-37, and the Space Shuttle. These trans-atmospheric and atmospheric entry flight systems that incorporate hot-structures technology are lighter weight and require less maintenance than those that incorporate parasitic, thermal-protection materials that attach to warm or cool substructure. The development of hot structures requires a thorough understanding of material performance in an extreme environment, boundary conditions and load interactions, structural joint performance, and thermal and mechanical performance of integrated structural systems that operate at temperatures ranging from 1500 C to 3000 C, depending on the application. This paper will present recent advances in the development of hot structures, including development of environmentally durable, high temperature leading edges and control surfaces, integrated thermal protection systems, and repair technologies. The X-43A Mach-10 vehicle utilized carbon/carbon (C/C) leading edges on the nose, horizontal control surface, and vertical tail. The nose and vertical and horizontal tail leading edges were fabricated out of a 3:1 biased, high thermal conductivity C/C. The leading edges were coated with a three-layer coating comprised of a SiC conversion of the C/C, followed by a CVD layer of SiC, followed by a thin CVD layer of HfC. Work has also been performed on the development of an integrated structure and was focused on both hot and warm (insulated) structures and integrated fuselage/tank/TPS systems. The objective was to develop integrated multifunctional airframe structures that eliminate fragile external thermal-protection systems and incorporate the insulating function within the structure. The approach taken to achieve this goal was to develop candidate hypersonic airframe concepts, including structural arrangement, load paths, thermal-structural wall design, thermal accommodation features, and integration of major components, optimize thermalstructural configurations, and validate concepts through a building block test program and generate data to improve and validate analytical and design tools

Active Oxidation of a UHTC-Based CMC

The active oxidation of ceramic matrix composites (CMC) is a severe problem that must be avoided for multi-use hypersonic vehicles. Much work has been performed studying the active oxidation of silicon-based CMCs such as C/SiC and SiC-coated carbon/carbon (C/C). Ultra high temperature ceramics (UTHC) have been proposed as a possible material solution for high-temperature applications on hypersonic vehicles. However, little work has been performed studying the active oxidation of UHTCs. The intent of this paper is to present test data indicating an active oxidation process for a UHTC-based CMC similar to the active oxidation observed with Si-based CMCs. A UHTC-based CMC was tested in the HyMETS arc-jet facility (or plasma wind tunnel, PWT) at NASA Langley Research Center, Hampton, VA. The coupon was tested at a nominal surface temperature of 3000 F (1650 C), with a stagnation pressure of 0.026 atm. A sudden and large increase in surface temperature was noticed with negligible increase in the heat flux, indicative of the onset of active oxidation. It is shown that the surface conditions, both temperature and pressure, fall within the region for a passive to active transition (PAT) of the oxidation

Heat-Pipe-Cooled Leading Edges for Hypersonic Vehicles

Heat pipes can be used to effectively cool wing leading edges of hypersonic vehicles. . Heat-pipe leading edge development. Design validation heat pipe testing confirmed design. Three heat pipes embedded and tested in C/C. Single J-tube heat pipe fabricated and testing initiated. HPCLE work is currently underway at several locations

Integrated Thermal Protection Systems and Heat Resistant Structures

In the early stages of NASA's Exploration Initiative, Snecma Propulsion Solide was funded under the Exploration Systems Research & Technology program to develop a CMC heatshield, a deployable decelerator, and an ablative heat shield for reentry vehicles. Due to changes within NASA's Exploration Initiative, this task was cancelled in early FY06. This paper will give an overview of the work that was accomplished prior to cancellation. The Snecma team consisted of MT Aerospace, Germany, and Materials Research & Design (MR&D), NASA Langley, NASA Dryden, and NASA Ames in the United States. An Apollo-type capsule was chosen as the reference vehicle for the work. NASA Langley generated the trajectory and aerothermal loads. Snecma and MT Aerospace began the design of a ceramic aft heatshield (CAS) utilizing C/SiC panels as the capsule heatshield. MR&D led the design of a C/SiC deployable decelerator, NASA Ames led the characterization of several ablators, NASA Dryden led the development of a heath management system and the high temperature structures testing, and NASA Langley led the insulation characterization. Though the task was pre-maturely cancelled, a significant quantity of work was accomplished