The Experts below are selected from a list of 13155 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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impact testing on reinforced carbon carbon flat panels with bx 265 and pdl 1034 external tank foam for the space shuttle Return to Flight program
2009Co-Authors: Matthew E Melis, Duane M Revilock, Michael J Pereira, Karen H LyleAbstract:Following the tragedy of the Orbiter Columbia (STS-107) on February 1, 2003, a major effort commenced to develop a better understanding of debris impacts and their effect on the space shuttle subsystems. An initiative to develop and validate physics-based computer models to predict damage from such impacts was a fundamental component of this effort. to develop the models it was necessary to physically characterize reinforced carbon-carbon (RCC) along with ice and foam debris materials, which could shed on ascent and impact the orbiter RCC leading edges. The validated models enabled the launch system community to use the impact analysis software LS-DYNA (Livermore Software Technology Corp.) to predict damage by potential and actual impact events on the orbiter leading edge and nose cap thermal protection systems. Validation of the material models was done through a three-level approach: Level 1-fundamental tests to obtain independent static and dynamic constitutive model properties of materials of interest, Level 2-subcomponent impact tests to provide highly controlled impact test data for the correlation and validation of the models, and Level 3-full-scale orbiter leading-edge impact tests to establish the final level of confidence for the analysis methodology. This report discusses the Level 2 test program conducted in the NASA Glenn Research Center (GRC) Ballistic Impact Laboratory with external tank foam impact tests on flat RCC panels, and presents the data observed. The Level 2 testing consisted of 54 impact tests in the NASA GRC Ballistic Impact Laboratory on 6- by 6-in. and 6- by 12-in. flat plates of RCC and evaluated two types of debris projectiles: BX-265 and PDL-1034 external tank foam. These impact tests helped determine the level of damage generated in the RCC flat plates by each projectile and validated the use of the foam and RCC models for use in LS-DYNA.
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impact testing on reinforced carbon carbon flat panels with ice projectiles for the space shuttle Return to Flight program
2009Co-Authors: Matthew E Melis, Duane M Revilock, Michael J Pereira, Karen H LyleAbstract:Following the tragedy of the Orbiter Columbia (STS-107) on February 1, 2003, a major effort commenced to develop a better understanding of debris impacts and their effect on the space shuttle subsystems. An initiative to develop and validate physics-based computer models to predict damage from such impacts was a fundamental component of this effort. to develop the models it was necessary to physically characterize reinforced carbon-carbon (RCC) along with ice and foam debris materials, which could shed on ascent and impact the orbiter RCC leading edges. The validated models enabled the launch system community to use the impact analysis software LS-DYNA (Livermore Software Technology Corp.) to predict damage by potential and actual impact events on the orbiter leading edge and nose cap thermal protection systems. Validation of the material models was done through a three-level approach: Level 1--fundamental tests to obtain independent static and dynamic constitutive model properties of materials of interest, Level 2--subcomponent impact tests to provide highly controlled impact test data for the correlation and validation of the models, and Level 3--full-scale orbiter leading-edge impact tests to establish the final level of confidence for the analysis methodology. This report discusses the Level 2 test program conducted in the NASA Glenn Research Center (GRC) Ballistic Impact Laboratory with ice projectile impact tests on flat RCC panels, and presents the data observed. The Level 2 testing consisted of 54 impact tests in the NASA GRC Ballistic Impact Laboratory on 6- by 6-in. and 6- by 12-in. flat plates of RCC and evaluated three types of debris projectiles: Single-crystal, polycrystal, and "soft" ice. These impact tests helped determine the level of damage generated in the RCC flat plates by each projectile and validated the use of the ice and RCC models for use in LS-DYNA.
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reinforced carbon carbon subcomponent flat plate impact testing for space shuttle orbiter Return to Flight
2006 National Space and Missile Materials Symposium (NSMMS), 2007Co-Authors: Matthew E Melis, Michael J Pereira, Jeremy H Brand, Duane M RevilockAbstract:Following the tragedy of the Space Shuttle Columbia on February 1, 2003, a major effort commenced to develop a better understanding of debris impacts and their effect on the Space Shuttle subsystems. An initiative to develop and validate physics-based computer models to predict damage from such impacts was a fundamental component of this effort. to develop the models it was necessary to physically characterize Reinforced Carbon-Carbon (RCC) and various debris materials which could potentially shed on ascent and impact the Orbiter RCC leading edges. The validated models enabled the launch system community to use the impact analysis software LS DYNA to predict damage by potential and actual impact events on the Orbiter leading edge and nose cap thermal protection systems. Validation of the material models was done through a three-level approach: fundamental tests to obtain independent static and dynamic material model properties of materials of interest, sub-component impact tests to provide highly controlled impact test data for the correlation and validation of the models, and full-scale impact tests to establish the final level of confidence for the analysis methodology. This paper discusses the second level subcomponent test program in detail and its application to the LS DYNA model validation process. The level two testing consisted of over one hundred impact tests in the NASA Glenn Research Center Ballistic Impact Lab on 6 by 6 in. and 6 by 12 in. flat plates of RCC and evaluated three types of debris projectiles: BX 265 External Tank foam, ice, and PDL 1034 External Tank foam. These impact tests helped determine the level of damage generated in the RCC flat plates by each projectile. The information obtained from this testing validated the LS DYNA damage prediction models and provided a certain level of confidence to begin performing analysis for full-size RCC test articles for Returning NASA to Flight with STS 114 and beyond.
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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.
Kelly S Carney - One of the best experts on this subject based on the ideXlab platform.
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a phenomenological high strain rate model with failure for ice
International Journal of Solids and Structures, 2006Co-Authors: Kelly S Carney, David J Enso, Paul Dubois, Rya LeeAbstract:Modeling the high velocity impact of ice was a requirement in the safety calculations for the Return-to-Flight of the Space Shuttle on July 26, 2005. Ice, however, is not a common structural material and commercial finite element programs did not have any appropriate models. A phenomenological model with failure was developed to match experimental ballistic tests. The model has a relatively small number of material constants, most of which have been measured experimentally. A description of the model and comparisons of calculations to experiments 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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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.
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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impact testing on reinforced carbon carbon flat panels with bx 265 and pdl 1034 external tank foam for the space shuttle Return to Flight program
2009Co-Authors: Matthew E Melis, Duane M Revilock, Michael J Pereira, Karen H LyleAbstract:Following the tragedy of the Orbiter Columbia (STS-107) on February 1, 2003, a major effort commenced to develop a better understanding of debris impacts and their effect on the space shuttle subsystems. An initiative to develop and validate physics-based computer models to predict damage from such impacts was a fundamental component of this effort. to develop the models it was necessary to physically characterize reinforced carbon-carbon (RCC) along with ice and foam debris materials, which could shed on ascent and impact the orbiter RCC leading edges. The validated models enabled the launch system community to use the impact analysis software LS-DYNA (Livermore Software Technology Corp.) to predict damage by potential and actual impact events on the orbiter leading edge and nose cap thermal protection systems. Validation of the material models was done through a three-level approach: Level 1-fundamental tests to obtain independent static and dynamic constitutive model properties of materials of interest, Level 2-subcomponent impact tests to provide highly controlled impact test data for the correlation and validation of the models, and Level 3-full-scale orbiter leading-edge impact tests to establish the final level of confidence for the analysis methodology. This report discusses the Level 2 test program conducted in the NASA Glenn Research Center (GRC) Ballistic Impact Laboratory with external tank foam impact tests on flat RCC panels, and presents the data observed. The Level 2 testing consisted of 54 impact tests in the NASA GRC Ballistic Impact Laboratory on 6- by 6-in. and 6- by 12-in. flat plates of RCC and evaluated two types of debris projectiles: BX-265 and PDL-1034 external tank foam. These impact tests helped determine the level of damage generated in the RCC flat plates by each projectile and validated the use of the foam and RCC models for use in LS-DYNA.
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impact testing on reinforced carbon carbon flat panels with ice projectiles for the space shuttle Return to Flight program
2009Co-Authors: Matthew E Melis, Duane M Revilock, Michael J Pereira, Karen H LyleAbstract:Following the tragedy of the Orbiter Columbia (STS-107) on February 1, 2003, a major effort commenced to develop a better understanding of debris impacts and their effect on the space shuttle subsystems. An initiative to develop and validate physics-based computer models to predict damage from such impacts was a fundamental component of this effort. to develop the models it was necessary to physically characterize reinforced carbon-carbon (RCC) along with ice and foam debris materials, which could shed on ascent and impact the orbiter RCC leading edges. The validated models enabled the launch system community to use the impact analysis software LS-DYNA (Livermore Software Technology Corp.) to predict damage by potential and actual impact events on the orbiter leading edge and nose cap thermal protection systems. Validation of the material models was done through a three-level approach: Level 1--fundamental tests to obtain independent static and dynamic constitutive model properties of materials of interest, Level 2--subcomponent impact tests to provide highly controlled impact test data for the correlation and validation of the models, and Level 3--full-scale orbiter leading-edge impact tests to establish the final level of confidence for the analysis methodology. This report discusses the Level 2 test program conducted in the NASA Glenn Research Center (GRC) Ballistic Impact Laboratory with ice projectile impact tests on flat RCC panels, and presents the data observed. The Level 2 testing consisted of 54 impact tests in the NASA GRC Ballistic Impact Laboratory on 6- by 6-in. and 6- by 12-in. flat plates of RCC and evaluated three types of debris projectiles: Single-crystal, polycrystal, and "soft" ice. These impact tests helped determine the level of damage generated in the RCC flat plates by each projectile and validated the use of the ice and RCC models for use in LS-DYNA.
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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.
Brian M Kent - One of the best experts on this subject based on the ideXlab platform.
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banquet address Return to Flight electromagnetic measurements the nasa shuttle ascent debris radar system
IEEE Radar Conference, 2014Co-Authors: Brian M KentAbstract:The NASA Debris Radar (NDR) system was developed to characterize ascent debris liberated during the Shuttle's ascent into space. Radar is well suited for characterizing ascent debris, and is essential during night launches when optical sensors are severely degraded. The NDR mission presents challenging radar requirements in terms of target detection, tracking, minimum detectable radar cross-section (RCS), calibration accuracy, power profile management, and operational readiness. After revisiting the Columbia accident investigation, I describe the NDR system, consisting of a stationary C-band radar located at Kennedy Space Center and two sea-based X-band radars. During the 3 year development effort, the NDR team examined static and dynamic radar signatures of the shuttle and liberated debris, and executed an “in-situ” Electromagnetic Interference Measurement on the Orbiter “Discovery” to certify its safety from radar EMI. Since Shuttle Mission Managers needed definitive safety assessments within 24-30 hrs of launch, analysis tools and software provided shuttle metric data in real-time, visualize metric and signature data during post-mission analysis, automatically detect and characterize debris tracks in signature data, determine ballistic numbers for detected debris objects, and assess material type, size, release location and threat to the orbiter based on radar scattering and ballistic properties of the debris.
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title Return to Flight electromagnetic measurements the nasa shuttle ascent debris radar system
European Conference on Antennas and Propagation, 2014Co-Authors: Brian M KentAbstract:The NASA Debris Radar (NDR) system was developed to characterize ascent debris liberated during the Shuttle's ascent into space. Radar is well suited for characterizing ascent debris, and is essential during night launches when optical sensors are severely degraded. The NDR mission presents challenging radar requirements in terms of target detection, tracking, minimum detectable radar cross-section (RCS), calibration accuracy, power profile management, and operational readiness. After revisiting the Columbia accident investigation, I describe the NDR system, consisting of a stationary C-band radar located at Kennedy Space Center and two sea-based X-band radars. During the 3 year development effort, the NDR team examined static and dynamic radar signatures of the shuttle and liberated debris, and executed an “in-situ” Electromagnetic Interference Measurement on the Orbiter “Discovery” to certify its safety from radar EMI. Since Shuttle Mission Managers needed definitive safety assessments within 24-30 hrs of launch, analysis tools and software provided shuttle metric data in real-time, visualize metric and signature data during post-mission analysis, automatically detect and characterize debris tracks in signature data, determine ballistic numbers for detected debris objects, and assess material type, size, release location and threat to the orbiter based on radar scattering and ballistic properties of the debris.
Scott A. Berry - One of the best experts on this subject based on the ideXlab platform.
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shuttle Return to Flight experimental results cavity effects on boundary layer transition
2013Co-Authors: Derek S Liechty, Thomas J Horvath, Scott A. BerryAbstract:The effect of an isolated rectangular cavity on hypersonic boundary layer transition of the windward surface of the Shuttle Orbiter has been experimentally examined in the Langley Aerothermodynamics Laboratory in support of an agency-wide effort to prepare the Shuttle Orbiter for Return to Flight. This experimental study was initiated to provide a cavity effects database for developing hypersonic transition criteria to support on-orbit decisions to repair a damaged thermal protection system. Boundary layer transition results were obtained using 0.0075-scale Orbiter models with simulated tile damage (rectangular cavities) of varying length, width, and depth. The database contained within this report will be used to formulate cavity-induced transition correlations using predicted boundary layer edge parameters.
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shuttle Return to Flight experimental results protuberance effects on boundary layer transition
2013Co-Authors: Derek S Liechty, Scott A. Berry, Thomas J HorvathAbstract:The effect of isolated roughness elements on the windward boundary layer of the Shuttle Orbiter has been experimentally examined in the Langley Aerothermodynamic Laboratory in support of an agency-wide effort to prepare the Shuttle Orbiter for Return to Flight. This experimental effort was initiated to provide a roughness effects database for developing transition criteria to support on-orbit decisions to repair damage to the thermal protection system. Boundary layer transition results were obtained using trips of varying heights and locations along the centerline and attachment lines of 0.0075-scale models. Global heat transfer images using phosphor thermography of the Orbiter windward surface and the corresponding heating distributions were used to infer the state of the boundary layer (laminar, transitional, or turbulent). The database contained within this report will be used to formulate protuberance-induced transition correlations using predicted boundary layer edge parameters.
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experimental studies of space shuttle orbiter boundary layer transition with Flight representative protuberances
42nd AIAA Thermophysics Conference, 2011Co-Authors: Timothy Wadhams, Karen T Berger, Charles H Campbell, Brian Anderson, Michael Holden, Matthew Maclean, Shann J Rufer, Scott A. BerryAbstract:In an experimental study to obtain detailed heating data over the Space Shuttle Orbiter, CUBRC has completed an extensive matrix of experiments using three distinct models and two unique hypervelocity wind tunnel facilities. This detailed data will be employed to assess heating augmentation due to boundary layer transition on the Orbiter wing leading edge and wind side acreage with comparisons to computational methods and Flight data obtained during the Orbiter Entry Boundary Layer Flight Experiment 1 and HYTHIRM 2 during STS-119, -128, -131, -133, and -134 re-entries. These comparisons will facilitate critical updates to the engineering tools employed to make assessments about natural and tripped boundary layer transition during Orbiter re-entry and to guide the design of future re-entry configurations. to achieve the goals of this study data was obtained over a range of Mach numbers from 10 to 18, with Flight scaled Reynolds numbers and model attitudes representing key points on the Orbiter re-entry trajectory. The first of these studies were performed as an integral part of Return to Flight activities following the accident that occurred during the re-entry of the Space Shuttle Columbia (STS-107) in February of 2003 3 . This accident was caused by debris, which originated from the foam covering the external tank bipod fitting ramps, striking and damaging critical wing leading edge thermal protection panels that reside in the Orbiter bow shock/wing interaction region. During investigation of the accident aeroheating team members discovered that only a limited amount of experimental wing leading edge data existed in this critical peak heating area and a need arose to acquire a detailed dataset of heating in this region. This new dataset was acquired in two phases consisting of a risk mitigation phase employing a 1.8% scale Orbiter model with special temperature sensitive paint covering the wing leading edge and the primary 1.8% scale Orbiter model with detailed thin- film resolution in both the span and chord direction in the area of peak heating. Additional objectives of this first study included: obtaining natural or tripped turbulent wing leading edge heating levels, assessing the effectiveness of protuberances and cavities placed at specified locations on the orbiter over a range of Mach numbers and Reynolds numbers to evaluate and compare to existing engineering and computational tools, obtaining cavity floor heating to aid in the verification of cavity heating correlations, acquiring control surface deflection heating data on both the main body flap and elevons, and obtain high speed schlieren videos of the interaction of the orbiter nose bow shock with the wing leading edge. to support these objectives, the stainless steel 1.8% scale orbiter model in addition to the sensors on the wing leading edge was instrumented down the windward centerline, over the wing acreage on the port side, and painted with
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Overview of Boundary Layer Transition Research in Support of Orbiter Return to Flight
9th AIAA ASME Joint Thermophysics and Heat Transfer Conference, 2006Co-Authors: Scott A. Berry, Thomas J Horvath, Francis A. Greene, Gerald R. Kinder, K. C. WangAbstract:A predictive tool for estimating the onset of boundary layer transition resulting from damage to and/or repair of the thermal protection system was developed in support of Shuttle Return to Flight. The boundary layer transition tool is part of a suite of tools that analyze the aerothermodynamic environment to the local thermal protection system to allow informed disposition of damage for making recommendations to fly as is or to repair. Using mission specific trajectory information and details of each damage site or repair, the expected time (and thus Mach number) at transition onset is predicted to help define the aerothermodynamic environment to use in the subsequent thermal and stress analysis of the local thermal protection system and structure. The boundary layer transition criteria utilized for the tool was developed from ground-based measurements to account for the effect of both protuberances and cavities and has been calibrated against select Flight data. Computed local boundary layer edge conditions were used to correlate the results, specifically the momentum thickness Reynolds number over the edge Mach number and the boundary layer thickness. For the initial Return to Flight mission, STS-114, empirical curve coefficients of 27, 100, and 900 were selected to predict transition onset for protuberances based on height, and cavities based on depth and length, respectively.
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shuttle damage repair from the perspective of hypersonic boundary layer transition experimental results
9th AIAA ASME Joint Thermophysics and Heat Transfer Conference, 2006Co-Authors: Thomas J Horvath, Scott A. Berry, Ronald N Merski, Karen T Berger, Gregory M Buck, Derek S Liechty, Steven P SchneiderAbstract:An overview is provided of the experimental wind tunnel program conducted at the NASA Langley Research Center Aerothermodynamics Laboratory in support of an agency-wide effort to prepare the Shuttle Orbiter for Return-to-Flight. The effect of an isolated protuberance and an isolated rectangular cavity on hypersonic boundary layer transition onset on the windward surface of the Shuttle Orbiter has been experimentally characterized. These experimental studies were initiated to provide a protuberance and cavity effects database for developing hypersonic transition criteria to support on-orbit disposition of thermal protection system damage or repair. In addition, a synergistic experimental investigation was undertaken to assess the impact of an isolated mass-flow entrainment source (simulating pyrolysis/outgassing from a proposed tile repair material) on boundary layer transition. A brief review of the relevant literature regarding hypersonic boundary layer transition induced from cavities and localized mass addition from ablation is presented. Boundary layer transition results were obtained using 0.0075-scale Orbiter models with simulated tile damage (rectangular cavities) of varying length, width, and depth and simulated tile damage or repair (protuberances) of varying height. Cavity and mass addition effects were assessed at a fixed location (x/L = 0.3) along the model centerline in a region of near zero pressure gradient. Cavity length-to-depth ratio was systematically varied from 2.5 to 17.7 and length-to-width ratio of 1 to 8.5. Cavity depth-to-local boundary layer thickness ranged from 0.5 to 4.8. Protuberances were located at several sites along the centerline and port/starboard attachment lines along the chine and wing leading edge. Protuberance height-to-boundary layer thickness was varied from approximately 0.2 to 1.1. Global heat transfer images and heating distributions of the Orbiter windward surface using phosphor thermography were used to infer the state of the boundary layer (laminar, transitional, or turbulent). Test parametrics include angles-of-attack of 30 deg and 40 deg, sideslip angle of 0 deg, freestream Reynolds numbers from 0.02x10 6 to 7.3x10 6 per foot, edge-to-wall temperature ratio from 0.4 to 0.8, and normal shock density ratios of approximately 5.3, 6.0, and 12 in Mach 6 air, Mach 10 air, and Mach 6 CF 4 , respectively. Testing to simulate the effects of ablation from a proposed tile repair concept indicated that transition was not a concern. The experimental protuberance and cavity databases highlighted in this report were used to formulate boundary layer transition correlations that were an integral part of an analytical process to disposition observed Orbiter TPS damage during STS114.