Materials considerations for aerospace applications

Boyer, Rodney R.; Cotton, James D.; Mohaghegh, Michael; Schafrik, Robert E.

doi:10.1557/mrs.2015.278

Cited by 119 publications

(52 citation statements)

References 11 publications

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“…Titanium is another commonly used spacecraft material due to its high strength, moderate density and low thermal conductivity (Boyer et al, 2015). However, titanium is difficult to manufacture, costs significantly more than aluminium (up to 10 times more) and according to Wijker (2008) has poor ductility and can crack when welded (Boyer et al, 2015).…”

Section: Titaniummentioning

confidence: 99%

“…However, titanium is difficult to manufacture, costs significantly more than aluminium (up to 10 times more) and according to Wijker (2008) has poor ductility and can crack when welded (Boyer et al, 2015). Another benefit of titanium is its high strength at high temperatures (up to 600 degrees) as well as its higher stiffness than aluminium (110 GPa compared to nominally 70 GPa) (Boyer et al, 2015).…”

Section: Titaniummentioning

confidence: 99%

“… Composite attachment points (due to its low thermal conductivity) (Boyer et al, 2015;Farley, 2013),  Thermal isolation (Farley, 2013),  Fuel tanks/pressure vessels and other cryogenic structures (Henson & Jones, 2017;Wijker, 2008),  Leading edges and monocoque structures (Isahowitz et al, 1991).…”

Section: Titaniummentioning

confidence: 99%

“…Whilst there are many titanium alloys available the most commonly used alloy according to Boyer et al (2015) was Ti6Al4V. Thus, titanium can be used as an alternative to aluminium for spacecraft structures that are operating at much higher ambient temperatures or higher loads, at the cost of a higher density and larger manufacturing costs.…”

Section: Titaniummentioning

confidence: 99%

“…Alternative to CFRP, used for ARES I upper stage tanks with common bulkheads (Henson & Jones, 2017) and used for LOX tanks (Mehta & Bowles, 2001) Higher strength and stiffness plus lower density than normal aluminium and higher corrosion resistance (Boyer et al, 2015) Low transverse fracture toughness and anisotropic (Boyer et al, 2015) 7XXX series High strength interstages (Dunn, 2016) Higher strength than 2XXX…”

mentioning

confidence: 99%

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Analysis of aerodynamic loading on a rocket and design

Yarrow¹

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The University of Queensland's Centre for Hypersonics are investigating the viability of a reusable three-stage, rocket-scramjet-rocket based access to space system, aimed at reducing the cost to orbit for small satellites (Preller & Smart, 2015). The final stage of this system is a conventional liquid fuelled rocket, designed to carry the satellite into its final orbit after being released from the second stage scramjet (Preller & Smart, 2015). Previously, the third stage vehicle was designed for exo-atmospheric operations, but new trajectories place the separation point well within the atmosphere, exposing the vehicle to high dynamic pressures (up to 50 kPa), at large angles of attack (10 degrees) (Forbes-Spyratos, Kearney, Smart, & Jahn, 2017;Preller & Smart, 2015). The large angle of attack on the vehicle resulted in lift dominating the aerodynamic forces, as opposed to in a conventional rocket where drag dominates. As such, it was hypothesised that conventional rocket design literature may not be applicable for the design of the third stage vehicle (Benson, 2014). The purpose of this thesis was to evaluate this hypothesis, to determine if rocket based design and optimisation literature could be adapted to a lift dominated, rocket like structure, in particular, the third stage vehicle.Phase One of this thesis involved reviewing available rocket design and optimisation literature and adapting it to develop a parametric CAD model of the third stage vehicle. The CAD model consisted of two main assemblies, an external aeroshell and the internal structure. Due to the atmospheric release point of the vehicle, the protective aeroshell needed to resist all aerodynamic loads, making it a critical component of the current design which needed to be validated.Phase Two then involved undertaking finite element analysis on the third stage to evaluate the applicability of using conventional rocket optimisation literature in the design of the third stage vehicle. To achieve this goal, static and buckling simulations of the third stage aeroshell were undertaken in ANSYS for freestream dynamic pressures ranging from 30 to 50 kPa (to simulate different release altitudes). For the dynamic pressures tested the aeroshell was statically 3.6 to 6.0 times stronger than necessary. Buckling was also not a critical failure mode. It was concluded that the restrictions imposed on the stringer and backing thicknesses of the aeroshell, due to the literature optimisation techniques implemented, resulted in the vehicle being heavily overdesigned for the applied loads. This suggested that the adaption of conventional rocket optimisation methods for the vehicle in this thesis was not the most effective method to optimise the load bearing structure. The final optimised configuration of the aeroshell weighed 281 kg, but to further reduce the safety factors and vehicle mass, evidence suggested that the backing and stringer thicknesses of the third stage vehicle needed to be reduced.ii

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Section: Titaniummentioning

confidence: 99%

Section: Titaniummentioning

confidence: 99%

Section: Titaniummentioning

confidence: 99%

Section: Titaniummentioning

confidence: 99%

mentioning

confidence: 99%

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Analysis of aerodynamic loading on a rocket and design

Yarrow¹

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Standards and Regulations Pertaining to Aircraft

Chen¹,

Ranjan²,

Han³

et al. 2022

Transportation Electrification

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Development of Carbon Nanotube‐Reinforced Nickel‐Based Nanocomposites Using Laser Powder Bed Fusion

Bradford-Vialva

Eckerle

et al. 2022

Adv Eng Mater

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Modern aerospace applications demand the development of high‐performance components with advanced materials. The development of nanomaterial‐reinforced metal matrix composites is a practical approach to improve properties. Laser powder bed fusion (LPBF) is one of the popular additive manufacturing approaches to fabricating metal parts with complex geometric structures. This research investigates multiwalled carbon nanotube (CNT)‐reinforced nickel‐based alloy (Haynes 230) nanocomposite for property improvement. Three volumetric concentrations (0%, 2.5%, and 5%) of CNTs in the metal matrix are investigated with different printing parameters. Different characterizations are conducted on the test specimens. Results show that LPBF‐printed Haynes 230 with 2.5 vol% CNTs has higher relative density (99.36%) and less porosity compared to those printed with 5 vol% CNTs. Mechanical test results show that LPBF‐printed Haynes 230 with 2.5 vol% CNTs has the highest hardness, modulus of elasticity, yield strength, and ultimate strength than those printed with as‐received Haynes 230 powder (with 0 vol% CNTs), Haynes 230 with 5 vol% CNTs, and commercial Haynes 230 plates. The strengthening behavior of the CNTs in the metal matrix composites is discussed in this paper. The potential of CNT‐reinforced nickel‐based nanocomposites for applications requiring materials with outstanding mechanical properties, such as aerospace and defense, is demonstrated.

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Materials considerations for aerospace applications

Abstract: Abstract

Cited by 119 publications

References 11 publications

Analysis of aerodynamic loading on a rocket and design

Analysis of aerodynamic loading on a rocket and design

Standards and Regulations Pertaining to Aircraft

Development of Carbon Nanotube‐Reinforced Nickel‐Based Nanocomposites Using Laser Powder Bed Fusion

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