The Experts below are selected from a list of 1614 Experts worldwide ranked by ideXlab platform
Matthew E Melis - One of the best experts on this subject based on the ideXlab platform.
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the Columbia Accident investigation and the nasa glenn ballistic impact laboratory contributions supporting nasa s return to flight
2007Co-Authors: Matthew E MelisAbstract:On February 1, 2003, the Space Shuttle Columbia broke apart during reentry, resulting in loss of the vehicle and its seven crewmembers. For the next several months, an extensive investigation of the Accident ensued involving a nationwide team of experts from NASA, industry, and academia, spanning dozens of technical disciplines. The Columbia Accident Investigation Board (CAIB), a group of experts assembled to conduct an investigation independent of NASA, concluded in August, 2003 that the most likely cause of the loss of Columbia and its crew was a breach in the left wing leading edge Reinforced Carbon-Carbon (RCC) thermal protection system initiated by the impact of thermal insulating foam that had separated from the orbiters external fuel tank 81 seconds into the mission's launch. During reentry, this breach allowed superheated air to penetrate behind the leading edge and erode the aluminum structure of left wing, which ultimately led to the breakup of the orbiter. The findings of the CAIB were supported by ballistic impact tests, which simulated the physics of External Tank Foam impact on the RCC wing leading edge material. These tests ranged from fundamental material characterization tests to full-scale Orbiter Wing Leading Edge tests. Following the Accident investigation, NASA spent the next 18 months focused on returning the shuttle safely to flight. In order to fully evaluate all potential impact threats from the many debris sources on the Space Shuttle during ascent, NASA instituted a significant impact testing program. The results from these tests led to the validation of high-fidelity computer models, capable of predicting actual or potential Shuttle impact events, were used in the certification of STS-114, NASA s Return to Flight Mission, as safe to fly. This presentation will provide a look into the inner workings of the Space Shuttle and a behind the scenes perspective on the impact analysis and testing done for the Columbia Accident Investigation and NASA's Return to Flight programs. In addition, highlights from recent Shuttle missions are presented.
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Columbia Accident investigation and return to flight effort
Journal of the IEST, 2006Co-Authors: Matthew E Melis, M. Pereira, D. Revilock, Kelly S CarneyAbstract:On February 1, 2003, the Space Shuttle Columbia broke apart during reentry, resulting in the loss of seven crewmembers. For the next several months an extensive investigation of the Accident involved a nationwide team of experts from the National Aeronautics and Space Administration (NASA), industry, and academia, spanning dozens of technical disciplines.
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a summary of the space shuttle Columbia tragedy and the use of digital high speed photography in the Accident investigation and nasa s return to flight effort
26th International Congress on High-Speed Photography and Photonics, 2005Co-Authors: Michael J Pereira, Matthew E Melis, D. RevilockAbstract:On February 1, 2003, the Space Shuttle Columbia broke apart during reentry resulting in loss of seven crewmembers and craft. For the next several months an extensive investigation of the Accident ensued involving a nationwide team of experts from NASA, industry, and academia, spanning dozens of technical disciplines. The Columbia Accident Investigation Board (CAIB), a group of experts assembled to conduct an investigation independent of NASA concluded in August, 2003 that the cause of the loss of Columbia and its crew was a breach in the left wing leading edge Reinforced Carbon-Carbon (RCC) thermal protection system initiated by the impact of thermal insulating foam that had separated from the orbiters external fuel tank 81 seconds into that mission's launch. During reentry, this breach allowed superheated air to penetrate behind the leading edge and erode the aluminum structure of the left wing which ultimately led to the breakup of the orbiter. Supporting the findings of the CAIB, were numerous ballistic impact testing programs conducted to investigate and quantify the physics of External Tank Foam impact on the RCC wing leading edge material. These tests ranged from fundamental material characterization tests to full-scale Orbiter Wing Leading Edge tests. Following the Accident investigation, NASA turned its focus to returning the Shuttle safely to flight. Supporting this effort are many test programs to evaluate impact threats from various debris sources during ascent that must be completed for certifying the Shuttle system safe for flight. Digital high-speed cameras were used extensively to document these tests as significant advances in recent years have nearly eliminated the use of film in many areas of testing. Researchers at the NASA Glenn Ballistic Impact Laboratory have participated in several of the impact test programs supporting the Accident Investigation and Return-to-Flight efforts. This paper summarizes the Columbia Accident and the nearly seven month long investigation that followed. Highlights of the NASA Glenn contributions to the impact testing are presented with emphasis on the use of high speed digital photography to document theses tests.
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A summary of the NASA Glenn Ballistic Impact Lab contributions to the Columbia Accident investigation
Annual Reliability and Maintainability Symposium 2005. Proceedings., 2005Co-Authors: Matthew E Melis, M. Pereira, D. Revilock, K.s. CarneyAbstract:On February 1, 2003, the Space Shuttle Columbia broke apart during reentry resulting in the loss of 7 crewmembers and craft. For the next several months an extensive investigation of the Accident ensued involving a nationwide team of experts from NASA, industry, and academia, spanning dozens of technical disciplines. The Columbia Accident investigation board (CAIB), a group of experts assembled to conduct an investigation independent of NASA, concluded in August, 2003 that the cause of the loss of Columbia and its crew was a breach in the left wing leading edge reinforced carbon-carbon (RCC) thermal protection system initiated by the impact of thermal insulating foam that had separated from the orbiter's external fuel tank 81 seconds into that mission's launch. During reentry, this breach allowed superheated air to penetrate behind the leading edge and erode the aluminum structure of left wing which ultimately led to the breakup of the orbiter. Supporting the findings of the CAIB numerous ballistic impact testing programs were conducted to investigate and quantify the physics of external tank foam impact on the RCC wing leading edge material. These tests ranged from fundamental material characterization tests to full-scale Orbiter wing leading edge tests. Following the Accident investigation, NASA turned its focus to returning the Shuttle safely to flight. Supporting this effort are many test programs to evaluate impact threats from various debris sources during ascent that must be completed for certifying the Shuttle system safe for flight. Researchers at the NASA Glenn Ballistic Impact Laboratory have conducted several of the impact test programs supporting the Accident investigation and return-to-flight efforts. This paper summarizes those activities and highlights the significant accomplishments made by this group.
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the use of ls dyna in the Columbia Accident investigation and return to flight activities
8th International LS-DYNA Users Conference, 2004Co-Authors: Jonathan W Gabrys, Matthew E Melis, Josh Schatz, Kelly S Carney, Edwin L Fasanella, Karen H LyleAbstract:During the launch of the Space Shuttle Columbia on January 16, 2003, foam originating from the external tank impacted the shuttle's left wing 81 seconds after lift-off. Then on February 1st, Space Shuttle Columbia broke-up during re-entry. In the weeks that followed, the Columbia Accident Investigation Board had formed various teams to investigate every aspect of the tragedy. One of these teams was the Impact Analysis Team, which was asked to investigate the foam impact on the wing leading edge. This paper will describe the approach and methodology used by the team to support the Accident investigation, and more specifically the use of LS-DYNA for analyzing the foam impact event. Due to the success of the analytical predictions, the impact analysis team has also been asked to support Return to Flight activities. These activities will analyze a far broader range of impact events, but not with just foam and not only on the wing leading edge. The debris list has expanded and so have the possible impact locations. This paper will discuss the Return to Flight activities and the use of LS-DYNA to support them.
Steve J Mcdanels - One of the best experts on this subject based on the ideXlab platform.
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nondestructive testing as a tool in the space shuttle Columbia Accident investigation
Fifth International Conference on Condition Monitoring and Machinery Failure Prevention Technologies; British Institute of NDT, 2008Co-Authors: Steve J McdanelsAbstract:Nondestructive testing (NDT) played a crucial role in determining the Columbia tragedy's cause. Over 84,000 pieces of debris were recovered; hundreds were subsequently subjected to NDT and materials analysis. Visual NDT of the debris revealed localized areas of damage such as erosion, excessive heating, knife edging and mechanical damage. Three-dimensional reconstructions were made of the left wing leading edge, utilizing a tripod-mounted laser scanning head and focused laser beam, and an advanced topometric optical scanner (ATOS) with digital white light to scan complex-shaped debris, producing monochrome 3-D models. Texture mapping provided a means to capture true colors of the debris and superimpose them on the scanned images. Uniform deposits were found over large portions of debris, obscuring underlying materials. To determine what was beneath, inverse radiography was enlisted. The radiographs guided investigators to where samples should be taken. To ascertain compositions, these samples were subjected to analytical testing, including energy dispersive X-ray spectroscopy and electron microprobe analysis. This combination of visual evidence, radiography, virtual reconstruction, and materials analysis allowed the forensic scientists to verify that a breach occurred in the leading edge of the left wing, the path the plasma followed, and the sequence of events that led to the loss.
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the role of materials degradation and analysis in the space shuttle Columbia Accident investigation
2006Co-Authors: Steve J McdanelsAbstract:The efforts following the loss of the Space Shuttle Columbia included debris recovery, reconstruction, and analysis. The debris was subjected to myriad quantitative and semiquantitative chemical analysis techniques, ranging from examination via the scanning electron microscope (SEM) with energy dispersive spectrometer (EDS) to X-Ray diffraction (XRD) and electron probe micro-analysis (EPMA). The results from the work with the debris helped the investigators determine the location where a breach likely occurred in the leading edge of the left wing during lift off of the Orbiter from the Kennedy Space Center. Likewise, the information evidenced by the debris was also crucial in ascertaining the path of impinging plasma flow once it had breached the wing. After the Columbia Accident Investigation Board (CAIB) issued its findings, the major portion of the investigation was concluded. However, additional work remained to be done on many pieces of debris from portions of the Orbiter which were not directly related to the initial impact during ascent. This subsequent work was not only performed in the laboratory, but was also performed with portable equipment, including examination via portable X-Ray fluorescence (XRF) and Fourier transform infrared spectroscopy (FTIR). Likewise, acetate and silicon-rubber replicas of various fracture surfaces were obtained for later macroscopic and fractographic examination. This paper will detail the efforts and findings from the initial investigation, as well as present results obtained by the later examination and analysis of debris from the Orbiter including its windows, bulkhead structures, and other components which had not been examined during the primary investigation.
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an overview of the space shuttle Columbia Accident from recovery through reconstruction
Journal of Failure Analysis and Prevention, 2006Co-Authors: Steve J Mcdanels, B M Mayeaux, R W Russell, T E Collins, G Jerman, S R Shah, R S PiascikAbstract:The space shuttle Columbia launched from the Kennedy Space Center (KSC) in January of 2003. During ascent, between one and three pieces of material—likely insulating foam from the external tanks—impacted the leading edge of the left side of the orbiter. Upon re-entry back to earth, the Columbia began to disintegrate, leaving an enormous primary debris field stretching over eastern Texas and western Louisiana. Tens of thousands of volunteers were mobilized to help with the recovery of the Columbia remnants. Once the debris was delivered to KSC, several hundred scientists, engineers, and technicians helped analyze the debris and identify its original location on the orbiter. A Materials and Processes Team performed extensive failure analysis and chemical identification to help determine the most likely breach location resultant from the strike that occurred during liftoff, and the path that the impinging plasma generated during re-entry followed once it penetrated the wing of the Columbia. A combination of qualitative and quantitative analytical methods, ranging from radiographic nondestructive examination (NDE) and X-ray diffraction to scanning electron microscope with energy-dispersive spectroscopy (SEM/EDS) and electron probe microanalysis (EPMA), were used to help determine the breach location and the plasma path within the wing itself.
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the space shuttle Columbia Accident investigation and reconstruction two years later
Microscopy and Microanalysis, 2005Co-Authors: Steve J Mcdanels, R RussellAbstract:The Space Shuttle Columbia was lost during re-entry over two years ago. Since the release of the official materials-related findings in August of 2003, additional testing and analysis of select pieces of debris has continued. Microanalytical techniques, including EMPA, ESCA, and x-ray elemental dot mapping, were employed during the initial investigation; the results related the microstructural characteristics of deposit layers to the breach location in the leading edge of the left wing. Such characteristics included deposition order, composition, and distribution. Subsequent to the original efforts, new analytical data and information, not available at the time of the primary investigation, has been generated. This data was obtained via a low-vacuum SEM, fitted not only with a light-element EDS detector, but an XRF tube as well. Essentially, for elements up to sodium, classic EDS was utilized; above sodium, XRF was used. Predominantly, the elements of interest were aluminum, titanium, chromium, iron, nickel, and copper. The findings of both old and new data are compared, and their application to the overall Accident investigation detailed.
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techniques and tools of nasa s space shuttle Columbia Accident investigation
2005Co-Authors: Steve J McdanelsAbstract:The Space Shuttle Columbia Accident investigation was a fusion of many disciplines into a single effort. From the recovery and reconstruction of the debris, Figure 1, to the analysis, both destructive and nondestructive, of chemical and metallurgical samples, Figure 2, a multitude of analytical techniques and tools were employed. Destructive and non-destructive testing were utilized in tandem to determine if a breach in the left wing of the Orbiter had occurred, and if so, the path of the resultant high temperature plasma flow. Nondestructive analysis included topometric scanning, laser mapping, and real-time radiography. These techniques were useful in constructing a three dimensional virtual representation of the reconstruction project, specifically the left wing leading edge reinforced carbon/carbon heat protectant panels. Similarly, they were beneficial in determining where sampling should be performed on the debris. Analytic testing included such techniques as Energy Dispersive Electron Microprobe Analysis (EMPA), Electron Spectroscopy Chemical Analysis (ESCA), and X-Ray dot mapping; these techniques related the characteristics of intermetallics deposited on the leading edge of the left wing adjacent to the location of a suspected plasma breach during reentry. The methods and results of the various analyses, along with their implications into the Accident, are discussed, along with the findings and recommendations of the Columbia Accident Investigation Board. Likewise, NASA's Return To Flight efforts are highlighted.
Karen H Lyle - One of the best experts on this subject based on the ideXlab platform.
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8 th International LS-DYNA Users Conference Session # Test and Analysis Correlation of Form Impact onto Space Shuttle Wing Leading Edge RCC Panel 8
2014Co-Authors: Edwin L Fasanella, Karen H Lyle, Jonathan Gabrys, Matthew Melis, Kelly CarneyAbstract:Soon after the Columbia Accident Investigation Board (CAIB) began their study of the space shuttle Columbia Accident, “physics-based ” analyses using LS-DYNA were applied to characterize the expected damage to the Reinforced Carbon-Carbon (RCC) leading edge from high-speed foam impacts. Forensic evidence quickly led CAIB investigators to concentrate on the left wing leading edge RCC panels. This paper will concentrate on the test of the left-wing RCC panel 8 conducted at Southwest Research Institute (SwRI) and the correlation with an LS-DYNA analysis. The successful correlation of the LS-DYNA model has resulted in the use of LS-DYNA as a predictive tool for characterizing the threshold of damage for impacts of various debris such as foam, ice, and ablators onto the RCC leading edge for shuttle return-to-flight
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the use of ls dyna in the Columbia Accident investigation and return to flight activities
8th International LS-DYNA Users Conference, 2004Co-Authors: Jonathan W Gabrys, Matthew E Melis, Josh Schatz, Kelly S Carney, Edwin L Fasanella, Karen H LyleAbstract:During the launch of the Space Shuttle Columbia on January 16, 2003, foam originating from the external tank impacted the shuttle's left wing 81 seconds after lift-off. Then on February 1st, Space Shuttle Columbia broke-up during re-entry. In the weeks that followed, the Columbia Accident Investigation Board had formed various teams to investigate every aspect of the tragedy. One of these teams was the Impact Analysis Team, which was asked to investigate the foam impact on the wing leading edge. This paper will describe the approach and methodology used by the team to support the Accident investigation, and more specifically the use of LS-DYNA for analyzing the foam impact event. Due to the success of the analytical predictions, the impact analysis team has also been asked to support Return to Flight activities. These activities will analyze a far broader range of impact events, but not with just foam and not only on the wing leading edge. The debris list has expanded and so have the possible impact locations. This paper will discuss the Return to Flight activities and the use of LS-DYNA to support them.
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a summary of the space shuttle Columbia tragedy and the use of ls dyna in the Accident investigation and return to flight efforts
8th International LS-DYNA Users Conference, 2004Co-Authors: Matthew E Melis, Jonathan W Gabrys, Kelly S Carney, Edwin L Fasanella, Karen H LyleAbstract:On February 1, 2003, the Space Shuttle Columbia broke apart during reentry resulting in loss of 7 crewmembers and craft. For the next several months an extensive investigation of the Accident ensued involving a nationwide team of experts from NASA, industry, and academia, spanning dozens of technical disciplines. The Columbia Accident Investigation Board (CAIB), a group of experts assembled to conduct an investigation independent of NASA concluded in August, 2003 that the cause of the loss of Columbia and its crew was a breach in the left wing leading edge Reinforced Carbon-Carbon (RCC) thermal protection system initiated by the impact of thermal insulating foam that had separated from the orbiters external fuel tank 81 seconds into the missions launch. During reentry, this breach allowed superheated air to penetrate behind the leading edge and erode the aluminum structure of left wing which ultimately led to the breakup of the orbiter. In order to gain a better understanding the foam impact on the orbiters RCC wing leading edge, a multi-center team of NASA and Boeing impact experts was formed to characterize the foam and RCC materials for impact analysis using LS Dyna. Dyna predictions were validated with sub-component and full scale tests. LS Dyna proved to be a valuable asset in supporting both the Columbia Accident Investigation and NASA s return to flight efforts. This paper summarizes Columbia Accident and the nearly seven month long investigation that followed. The use of LS-DYNA in this effort is highlighted. Contributions to the investigation and return to flight efforts of the multicenter team consisting of members from NASA Glenn, NASA Langley, and Boeing Philadelphia are introduced and covered in detail in papers to follow in these proceedings.
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material modeling of space shuttle leading edge and external tank materials for use in the Columbia Accident investigation
2004Co-Authors: Kelly S Carney, Matthew E Melis, Edwin L Fasanella, Karen H Lyle, Jonathan W GabrysAbstract:Upon the commencement of the analytical effort to characterize the impact dynamics and damage of the Space Shuttle Columbia leading edge due to External Tank insulating foam, the necessity of creating analytical descriptions of these materials became evident. To that end, material models were developed of the leading edge thermal protection system, Reinforced Carbon Carbon (RCC), and a low density polyurethane foam, BX-250. Challenges in modeling the RCC include its extreme brittleness, the differing behavior in compression and tension, and the anisotropic fabric layup. These effects were successfully included in LS-DYNA Material Model 58, *MAT_LAMINATED_ COMPOSITE_ FABRIC. The differing compression and tension behavior was modeled using the available damage parameters. Each fabric layer was given an integration point in the shell element, and was allowed to fail independently. Comparisons were made to static test data and coupon ballistic impact tests before being utilized in the full scale analysis. The foam's properties were typical of elastic automotive foams; and LS-DYNA Material Model 83, *MAT_FU_CHANG_FOAM, was successfully used to model its behavior. Material parameters defined included strain rate dependent stress-strain curves for both loading and un-loading, and for both compression and tension. This model was formulated with static test data and strain rate dependent test data, and was compared to ballistic impact tests on load-cell instrumented aluminum plates. These models were subsequently utilized in analysis of the Shuttle leading edge full scale ballistic impact tests, and are currently being used in the Return to Flight Space Shuttle re-certification effort.
Edwin L Fasanella - One of the best experts on this subject based on the ideXlab platform.
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8 th International LS-DYNA Users Conference Session # Test and Analysis Correlation of Form Impact onto Space Shuttle Wing Leading Edge RCC Panel 8
2014Co-Authors: Edwin L Fasanella, Karen H Lyle, Jonathan Gabrys, Matthew Melis, Kelly CarneyAbstract:Soon after the Columbia Accident Investigation Board (CAIB) began their study of the space shuttle Columbia Accident, “physics-based ” analyses using LS-DYNA were applied to characterize the expected damage to the Reinforced Carbon-Carbon (RCC) leading edge from high-speed foam impacts. Forensic evidence quickly led CAIB investigators to concentrate on the left wing leading edge RCC panels. This paper will concentrate on the test of the left-wing RCC panel 8 conducted at Southwest Research Institute (SwRI) and the correlation with an LS-DYNA analysis. The successful correlation of the LS-DYNA model has resulted in the use of LS-DYNA as a predictive tool for characterizing the threshold of damage for impacts of various debris such as foam, ice, and ablators onto the RCC leading edge for shuttle return-to-flight
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the use of ls dyna in the Columbia Accident investigation and return to flight activities
8th International LS-DYNA Users Conference, 2004Co-Authors: Jonathan W Gabrys, Matthew E Melis, Josh Schatz, Kelly S Carney, Edwin L Fasanella, Karen H LyleAbstract:During the launch of the Space Shuttle Columbia on January 16, 2003, foam originating from the external tank impacted the shuttle's left wing 81 seconds after lift-off. Then on February 1st, Space Shuttle Columbia broke-up during re-entry. In the weeks that followed, the Columbia Accident Investigation Board had formed various teams to investigate every aspect of the tragedy. One of these teams was the Impact Analysis Team, which was asked to investigate the foam impact on the wing leading edge. This paper will describe the approach and methodology used by the team to support the Accident investigation, and more specifically the use of LS-DYNA for analyzing the foam impact event. Due to the success of the analytical predictions, the impact analysis team has also been asked to support Return to Flight activities. These activities will analyze a far broader range of impact events, but not with just foam and not only on the wing leading edge. The debris list has expanded and so have the possible impact locations. This paper will discuss the Return to Flight activities and the use of LS-DYNA to support them.
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a summary of the space shuttle Columbia tragedy and the use of ls dyna in the Accident investigation and return to flight efforts
8th International LS-DYNA Users Conference, 2004Co-Authors: Matthew E Melis, Jonathan W Gabrys, Kelly S Carney, Edwin L Fasanella, Karen H LyleAbstract:On February 1, 2003, the Space Shuttle Columbia broke apart during reentry resulting in loss of 7 crewmembers and craft. For the next several months an extensive investigation of the Accident ensued involving a nationwide team of experts from NASA, industry, and academia, spanning dozens of technical disciplines. The Columbia Accident Investigation Board (CAIB), a group of experts assembled to conduct an investigation independent of NASA concluded in August, 2003 that the cause of the loss of Columbia and its crew was a breach in the left wing leading edge Reinforced Carbon-Carbon (RCC) thermal protection system initiated by the impact of thermal insulating foam that had separated from the orbiters external fuel tank 81 seconds into the missions launch. During reentry, this breach allowed superheated air to penetrate behind the leading edge and erode the aluminum structure of left wing which ultimately led to the breakup of the orbiter. In order to gain a better understanding the foam impact on the orbiters RCC wing leading edge, a multi-center team of NASA and Boeing impact experts was formed to characterize the foam and RCC materials for impact analysis using LS Dyna. Dyna predictions were validated with sub-component and full scale tests. LS Dyna proved to be a valuable asset in supporting both the Columbia Accident Investigation and NASA s return to flight efforts. This paper summarizes Columbia Accident and the nearly seven month long investigation that followed. The use of LS-DYNA in this effort is highlighted. Contributions to the investigation and return to flight efforts of the multicenter team consisting of members from NASA Glenn, NASA Langley, and Boeing Philadelphia are introduced and covered in detail in papers to follow in these proceedings.
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material modeling of space shuttle leading edge and external tank materials for use in the Columbia Accident investigation
2004Co-Authors: Kelly S Carney, Matthew E Melis, Edwin L Fasanella, Karen H Lyle, Jonathan W GabrysAbstract:Upon the commencement of the analytical effort to characterize the impact dynamics and damage of the Space Shuttle Columbia leading edge due to External Tank insulating foam, the necessity of creating analytical descriptions of these materials became evident. To that end, material models were developed of the leading edge thermal protection system, Reinforced Carbon Carbon (RCC), and a low density polyurethane foam, BX-250. Challenges in modeling the RCC include its extreme brittleness, the differing behavior in compression and tension, and the anisotropic fabric layup. These effects were successfully included in LS-DYNA Material Model 58, *MAT_LAMINATED_ COMPOSITE_ FABRIC. The differing compression and tension behavior was modeled using the available damage parameters. Each fabric layer was given an integration point in the shell element, and was allowed to fail independently. Comparisons were made to static test data and coupon ballistic impact tests before being utilized in the full scale analysis. The foam's properties were typical of elastic automotive foams; and LS-DYNA Material Model 83, *MAT_FU_CHANG_FOAM, was successfully used to model its behavior. Material parameters defined included strain rate dependent stress-strain curves for both loading and un-loading, and for both compression and tension. This model was formulated with static test data and strain rate dependent test data, and was compared to ballistic impact tests on load-cell instrumented aluminum plates. These models were subsequently utilized in analysis of the Shuttle leading edge full scale ballistic impact tests, and are currently being used in the Return to Flight Space Shuttle re-certification effort.
Jonathan W Gabrys - One of the best experts on this subject based on the ideXlab platform.
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the use of ls dyna in the Columbia Accident investigation and return to flight activities
8th International LS-DYNA Users Conference, 2004Co-Authors: Jonathan W Gabrys, Matthew E Melis, Josh Schatz, Kelly S Carney, Edwin L Fasanella, Karen H LyleAbstract:During the launch of the Space Shuttle Columbia on January 16, 2003, foam originating from the external tank impacted the shuttle's left wing 81 seconds after lift-off. Then on February 1st, Space Shuttle Columbia broke-up during re-entry. In the weeks that followed, the Columbia Accident Investigation Board had formed various teams to investigate every aspect of the tragedy. One of these teams was the Impact Analysis Team, which was asked to investigate the foam impact on the wing leading edge. This paper will describe the approach and methodology used by the team to support the Accident investigation, and more specifically the use of LS-DYNA for analyzing the foam impact event. Due to the success of the analytical predictions, the impact analysis team has also been asked to support Return to Flight activities. These activities will analyze a far broader range of impact events, but not with just foam and not only on the wing leading edge. The debris list has expanded and so have the possible impact locations. This paper will discuss the Return to Flight activities and the use of LS-DYNA to support them.
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a summary of the space shuttle Columbia tragedy and the use of ls dyna in the Accident investigation and return to flight efforts
8th International LS-DYNA Users Conference, 2004Co-Authors: Matthew E Melis, Jonathan W Gabrys, Kelly S Carney, Edwin L Fasanella, Karen H LyleAbstract:On February 1, 2003, the Space Shuttle Columbia broke apart during reentry resulting in loss of 7 crewmembers and craft. For the next several months an extensive investigation of the Accident ensued involving a nationwide team of experts from NASA, industry, and academia, spanning dozens of technical disciplines. The Columbia Accident Investigation Board (CAIB), a group of experts assembled to conduct an investigation independent of NASA concluded in August, 2003 that the cause of the loss of Columbia and its crew was a breach in the left wing leading edge Reinforced Carbon-Carbon (RCC) thermal protection system initiated by the impact of thermal insulating foam that had separated from the orbiters external fuel tank 81 seconds into the missions launch. During reentry, this breach allowed superheated air to penetrate behind the leading edge and erode the aluminum structure of left wing which ultimately led to the breakup of the orbiter. In order to gain a better understanding the foam impact on the orbiters RCC wing leading edge, a multi-center team of NASA and Boeing impact experts was formed to characterize the foam and RCC materials for impact analysis using LS Dyna. Dyna predictions were validated with sub-component and full scale tests. LS Dyna proved to be a valuable asset in supporting both the Columbia Accident Investigation and NASA s return to flight efforts. This paper summarizes Columbia Accident and the nearly seven month long investigation that followed. The use of LS-DYNA in this effort is highlighted. Contributions to the investigation and return to flight efforts of the multicenter team consisting of members from NASA Glenn, NASA Langley, and Boeing Philadelphia are introduced and covered in detail in papers to follow in these proceedings.
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material modeling of space shuttle leading edge and external tank materials for use in the Columbia Accident investigation
2004Co-Authors: Kelly S Carney, Matthew E Melis, Edwin L Fasanella, Karen H Lyle, Jonathan W GabrysAbstract:Upon the commencement of the analytical effort to characterize the impact dynamics and damage of the Space Shuttle Columbia leading edge due to External Tank insulating foam, the necessity of creating analytical descriptions of these materials became evident. To that end, material models were developed of the leading edge thermal protection system, Reinforced Carbon Carbon (RCC), and a low density polyurethane foam, BX-250. Challenges in modeling the RCC include its extreme brittleness, the differing behavior in compression and tension, and the anisotropic fabric layup. These effects were successfully included in LS-DYNA Material Model 58, *MAT_LAMINATED_ COMPOSITE_ FABRIC. The differing compression and tension behavior was modeled using the available damage parameters. Each fabric layer was given an integration point in the shell element, and was allowed to fail independently. Comparisons were made to static test data and coupon ballistic impact tests before being utilized in the full scale analysis. The foam's properties were typical of elastic automotive foams; and LS-DYNA Material Model 83, *MAT_FU_CHANG_FOAM, was successfully used to model its behavior. Material parameters defined included strain rate dependent stress-strain curves for both loading and un-loading, and for both compression and tension. This model was formulated with static test data and strain rate dependent test data, and was compared to ballistic impact tests on load-cell instrumented aluminum plates. These models were subsequently utilized in analysis of the Shuttle leading edge full scale ballistic impact tests, and are currently being used in the Return to Flight Space Shuttle re-certification effort.