NASA Technical Memorandum 106960

T/BEST: Technology Benefit Estimator

Select Features and Applications

Galib H. Abumeri

NYMA, Inc.

Brook Park, Ohio

Christos C. Chamis and Edward R. Generazio

Lewis Research Center

Cleveland, Ohio

Prepared for the

40th International Symposium and Exhibition

sponsored by the Society for the Advancement of Materials and Process Engineering

Anaheim, California, May 8-11, 1995

National Aeronautics and

Space Administration

T/BEST: TECHNOLOGY BENEFIT ESTIMATOR

SELECT FEATURES AND APPLICATIONS

Galib H. Abumeri

NYMA, Inc.

Lewis Research Center Group, Brook park, Ohio

and

Christos C. Chamis and Edward R. Generazio

NASA Lewis Research Center, Cleveland, Ohio
TABLE OF CONTENTS

LIST OF FIGURES

ABSTRACT

INTRODUCTION

DESCRIFHON OF T/BEST

Software Framework

Beginner-to-Expert Operation

Beginner

Intermediate

Expert

Interface Architecture

KEY ANALYSIS MODULES

Engine Cycle & Weight Analyses (NNEPWATE)

Flight Optimization System (FLOPS)

Blade Structural Analysis (BLASIM)

Transonic Flow Analysis (MTSB)

Manufacturing (MNFTR)

BENEFTrs OF INTRODUCING COMPOSITE BLADES

Structural Benefits

Performance Benefits

Manufacturing Benefits

CONCLUSIONS

REFERENCES

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4

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LIST OF FIGURES

1. Organizational directory tree of the T/BEST Executive System

2 Default computational simulation modules of the T/BEST Executive System

3. Fan blade airfoil, load, and geometry description

4. Maximum spanwise tip displacement - NACA 64-206 blade - Structural response

5. Uncamber - NACA 64-206 blade - Structural response

6. Untwist - NACA 64-206 blade - Structural response

7. Root stress - NACA 64-206 blade - Structural response

8. First mode natural frequency - NACA 64-206 blade - Structural response

9. Solid and composite blade mass - NACA - 64-206 blade

10. Fan - first stage efficiency changes due to loss for cold and hot blade postions.

Graphite Epoxy [+45,-45,90,0]s, NACA 64-206 blade

11. Maurer stock weight and cost estimation for manufacturing a fan blade

12. Cost pie chart of a manufacturing process of resin matrix composite blades

3
T/BEST: TECHNOLOGY BENEFIT ESTIMATOR

SELECT FEATURES AND APPLICATIONS

Galib H. Abumeri

NYMA, Inc.

Lewis Research Center Group, Brook park, Ohio

and

Christos C. Chamis and Edward R. Generazio

NASA Lewis Research Center, Cleveland, Ohio

ABSTRACT

A Technology Benefit Estimator (T/BEST) system has been developed to provide a formal

method to assess advanced aerospace technologies and quantify the benefit contributions for

prioritization. An open-ended, modular approach is used to allow for upgrade and insertion of

advanced technology modules. T/BESTs software framework, beginner-to-expert operation,

interface architecture, and key analysis modules are discussed. In this paper, selected features

and applications of T/BEST are demonstrated. Sample cases pertaining to structural analysis of

titanium and composite blades are presented. The performance of hot and cold composite fan

blades is also discussed. The cost required to manufacture titanium and composite fan blades is

estimated.

INTRODUCTION

Progress in the field of aerospace propulsion promoted the need to assess the benefits gathered

by interfacing advanced technologies. These benefits will provide guidelines to identify and

prioritize high payoff research areas, help manage research and limited resources, and show the

link between advanced and basic concepts. An effort was undertaken at NASA Lewis Research

4
Center (LeRC) to develop a formal method, T/BEST (Technology Benefit Estimator), to assess

advanced aerospace technologies and credibly communicate the benefits of research.

Fibrous composites are ideal for structural applications such as high performance aircraft engine

blades where high strength to weight and stiffness to weight ratios are required. These factors

along with the flexibility to select the composite lay-up and to favorably orient fiber directions

reduce the displacements and stresses caused by large rotational speeds in aircraft engines.

The objective of this paper is to present a computational simulator system that is able to quantify

and prioritize the benefits of interfacing advanced technologies. The framework of the T/BEST

software, beginner-to-expert operation, the architecture of interfacing various modules, and key

analysis modules are described. Examples showing the benefits of utilizing composite to

construct fan and compressor blades, and how to update the blade geometry to maximize the

rotor's efficiency are presented. Also, a typical blade manufacturing process is summarized.

DESCRIPTION OF T/BEST

Software Framework T/BEST [ref. 1] is a computer software developed at NASA LeRC

to successfully communicate and estimate the benefits of introducing new technologies into

existing propulsion systems. It has a hierarchical framework that yields varying levels of

accuracy of benefits estimation that are dependent on the degree of input details available. This

hierarchical feature permits rapid estimation of technology benefits even when the technology is

at the conceptual stage. The executive system of T/BEST operates on stand-alone or networked

workstations, and uses a UNIX Bourne shell script to control the operation of interfaced

modules. Input files for all modules are generated automatically. T/BESTs modular approach

allows for modification and addition of analyses modules. All modules in T/BEST intercommunicate via a central data bank named neutral file.

5
Key engine cycle, structural, stage performance (fluid), mission and cost analyses modules are

used in T/BEST to provide a framework for interfacing with advanced technologies. The

analyses modules interact with default or user information and component libraries to yield

estimates of specific global benefits: range, speed, thrust, capacity, component life, noise,

specific fuel consumption, component and engine weights, pre-certification test, mission,

performance, engine cost, direct operating cost, life cycle cost, manufacturing cost, and

development cost.

The T/BEST executive system is structured to provide the user with user friendly book-keeping

facilities. Figure 1 displays the organizational directory tree chart of the T/BEST executive

system. All source codes and their executables axe stored in pre-specified sub-directories

(system's level). The input and output files are deposited under the user's in and out subdirectories (user's level). The software can be installed for usage by a single user or multi-users

on a networked workstation.

Beginner-to-Expert Operation The T/BEST executive system manages the requirements

of interfacing disciplines with various levels of complexity. The disciplines interfaced in

T/BEST are: thermodynamics, mission, structures, fluid flow, cost, manufacturing, and

noise. T/BEST is developed to be used by engineers from various disciplines. Its executive

system conforms with three levels of user's expertise as follows:

Beginner A first time user of T/BEST is considered a beginner. Minimum efforts are

required to run a study case. The examples library contains several types of engines, supersonic

and subsonic, which can be used as initial start-up cases. Also, the executive system allows a

beginner to modify only a few default parameters, such as range, fuel and oil costs, etc.. In

addition, the on screen display feature directs a beginner on what parameters may be modified.

6
Intermediate An engineer that has executed T/BEST several times would be considered an

intermediate user. At this level, the user can edit and modify the default libraries that include

airfoils and materials used in the construction of primary components such as blades and disks.

Expert A user with extensive experience in executing T/BEST should be able to utilize the

T/BEST FORTRAN utilities which employ GET and PUT functions for the extraction and

addition of data from and to the neutral file respectively. These utilities are very useful and

practical when a user decides to add or remove modules to and from T/BEST. The script that

manages the execution of T/BEST needs to be updated if a module is being added. The

procedure is simple and is done by duplicating a small section in the script and incorporating the

names of new modules.

Interface Architecture Each analysis module in T/BEST is executed independently of the

others. Most analysis modules utilize pre-and-post processors to automatically generate the

required input files and filter output files respectively. A pre-processor picks-up information

from the neutral file and could use default libraries to generate input files for a specific module.

The neutral file, a central data bank system, is used as a network to exchange information

among all modules. Each parameter in the neutral file is defined by a unique keyword

accompanied by its corresponding numerical value. The post-processor filters the output file of

a module and updates the neutral file to include relevant responses which are used subsequently

to generate input files for other modules.

KEY ANALYSIS MODULES

The T/BEST executive system contains, by default, independent modules used to conduct a

wide array of analyses. Only the modules that hold key and major analytical capabilities are

described in this paper. Figure 2 depicts the default key computational simulation modules of

the T/BEST executive system. For example, the miscellaneous capabilities block shown in

7
Figure 2 represents minor modules that are dedicated to estimate engine mean time between

repair, number of city pairs that can be reached based on a given range, life cycle maintenance,

manufacturing cost, and noise level.

Engine Cycle & Weight Analyses (NNEPWATE) This module combines two inhouse NASA LeRC computer codes: NNEP89 [reL 2] and WATE89 [ref. 3]. The NNEP89

code conducts a one dimensional steady state thermodynamics analysis of turbine engine cycles.

It provides the T/BEST neutral file, through its post-processor, with thrust, specific fuel

consumption, and fuel flow and flow rates at various altitudes and speeds. The WATE89 code

estimates an initial engine weight and major envelop dimensions of large axial flow aircraft

engines. It determines the weight of each major component in the engine, such as compressors,

burners, and turbines. Stage and component weights, pressures and temperatures, and key blade

description parameters (length of blade and aspect ratio, etc...) are obtained from the WATE89

outpuL

Flight Optimization System (FLOPS) The Flight Optimization module [ref. 4],

developed at NASA Langley Research Center, is responsible for conducting mission and cost

analyses. The FLOPS mission performance capability uses the calculated weights,

aerodynamics, and the NNEPWATE propulsion system data to calculate performance. Optimum

climb, cruise, and descent profiles are predicted by this module. The cost analysis obtained

from FLOPS includes detailed airframe costs, engine development and production costs, direct

and indirect operating costs, and return on investments.

Blade Structural Analysis (BLASIM) This module [ref. 5] was developed at NASA

LeRC to assess the damage caused by ice impact on engine blades. BLASIM is a blade structural

analyzer module capable of assessing local and root ice impact damage, local and root Foreign

Object Damage (FOD). Also, BLASIM performs static, dynamic, resonance margin, flutter, and

fatigue analyses of engine blades. This module can handle the following blade types: solid,

hollow, superhybrid, and composite. For composite blades, BLASIM utilizes ICAN [ref. 6]

8
(Integrated Composite Analyzer) to generate material properties. The ICAN code was primarily

designed to analyze the hygro-thermomechanical response/properties of fiber reinforced/resin

matrix type layered composites.

In T/BEST, an airfoil library containing several NACA (National Advisory Committee on

Aeronautics) airfoils has been built-in to allow a beginner user to automatically construct the

blade. This library allows for addition and removal of airfoils and for the definition of blade

material type. The material properties are obtained from a dedicated data bank that contains

properties for a large number of fibers and matrices. Prior to executing T/BEST, the user has

the option of specifying the blade profile which is defined in the airfoil library for each stage of

each rotating component in the engine.

The BLASIM input files are generated automatically for each stage based on geometric

parameters obtained from NNEPWATE, such as aspect ratio, blade length, and hub-to-tip ratio.

All input and output files are identified easily because of a unique naming convention. For

example, BFAN0201.INP and BFAN0201.OUT are the BLASIM input and output files of the

f'LrStstage of the second engine component (FAN). Once the structural analysis conducted by

BLASIM is completed, response parameters such maximum tip displacements, response from

impact damage (if applicable), blade weight, frequencies and root stress are updated in the neutral

file. The blade geometry is subsequently updated by T/BEST to include deformations caused by

the combined mechanical loading: pressure and centrifugal. In this paper, the structural benefits

obtained by using composite over titanium to construct fan and compressor blades are

identified.

Transonic Flow Analysis (MTSB) The MTSB module [ref. 7] is a NASA LeRC

computer code designed to obtain a detailed subsonic or transonic flow solution on the hubshroud mid channel stream surface of a single blade row. For subsonic flow, the analysis is

based on the stream function and consist of the solution of simultaneous, nonlinear, finite

difference equations. For locally supersonic flow, the solution is obtained by a combination of a

9
finitedifference,stream functionand velocitygradientsolutions.The MTSB module supplies

theT/BEST neutralfileateach stagewith the overallrotor'sefficiencyand detailedefficiency

losses comprised of: profile,endwall, sectionloss,clearance,incidence,and windage. An

example showing the effectof the blade positionon the stageperformance isdiscussed in the

next section.

Manufacturing (MNFTR) The manufacturing module, developed at NASA LeRC, yields

the required stock material weight and component cost using a Maurer cost and weight

estimation method [ref. 8]. The neutral file supplies the manufacturing module with the process

type (defaulted to Maurer) and the weight for each component in the engine cycle analysis. The

Maurer cost formulation is calculated by first determining the relative weighting factor which is

equal to the product of the relative material cost and the relative machining cost. Then the Maurer

factor is computed by taking the product of the weighting factor and the weight of stock material

needed to manufacture a component. The range of the Maurer factor constitutes the type of

correlation needs to be used to formulate the cost function. Other processes are contained in a

pre-assigned process foe that can be used to extract component cost as a function of the

manufacturing processes being used to make the component. A sample example demonstrating

the manufacturing capability is presented in the next section.

BENEFITS OF INTRODUCING COMPOSITE BLADES

A comparative study was carded out to show the benefits of constructing fan, and compressor

blades of a supersonic engine with titanium and graphite epoxy [+45,-45,90,0]s. The fan and

the high pressure compressor (HPC) consisted of two and five stages respectively. The blade

was constructed with NACA 64-206 airfoil [ref. 9]. For each stage, as obtained from

NNEPWATE, the T/BEST neutral foe provided the geometric parameters required to define the

blade, such as blade taper ratio, aspect ratio, hub and tip radii, and blade root angle. The first

stage fan blade airfoil, load, and geometric description are shown in Figure 3. The same

10
loading conditions were applied to both blades, graphite epoxy and titanium. Loads applied

included combined centrifugal and pressure.

Structural Benefits The structural analysis of titanium and graphite epoxy blades is carried

out by the BLASIM module. The results shown in Figures 4 through 9 are intended to illustrate

the benefits obtained from the usage of graphite epoxy in the construction of the blade. These

benefits include enormous reduction in displacements and stresses as well as weights of the

blades.

Figure 4 shows a comparison of the titanium and graphite epoxy blades tip displacements for the

fan and the high pressure compressor. The results indicate that the tip displacements for the

graphite epoxy blade are much lower (over 50%) than the ones obtained for the titanium blade.

Figures 5 and 6 show the uncamber and untwist of the titanium and graphite epoxy blades. The

graphite epoxy blade uncamber and untwist are slightly larger than the ones of the titanium blade.

A comparison of the stress at the root of the graphite epoxy and the titanium blades is shown in

Figure 7. The stress at the root of the graphite epoxy blade is lower (about 25%) than the one

obtained for the titanium blade. Figure 8 displays a comparison of the first mode natural

frequency of the titanium and graphite epoxy blades. The composite blades are stiffer and have

higher natural frequencies (about 8%). Figure 9 shows that the graphite epoxy blade is much

lighter than the titanium blade.

Performance Benefits The fluid flow analysis is carried out by the MTSB module. It

utilizes the same blade profile defined for structural analysis. The neutral file contains data, such

as flow rate, pressure, and temperature at each stage, required for the flow analysis. The

example presented here pertains to the ftrst stage of the fan. The flow analysis is conducted at

two blade positions: cold (undeformed) and hot (deformed). The hot position of the blade was

derived by updating the blade geometry to reflect deformations caused by centrifugal and

pressure loadings. The results obtained are presented in Figure 10. The blade's overall

11
efficiency at hot position was 89.44% compared to 88.46% at the cold position. Losses due to

incidence are larger at the blade's cold position than those at the hot position. The hot position

of the blade must be accounted for at the design stage to prevent losses in efficiency.

Manufacturing Benefits The Maurer normalized stock weight and cost needed to

manufacture titanium and graphite epoxy blades are shown in Figure 11. The results indicate

that the material stock weight used to make one graphite epoxy blade (lst stage of fan) is about

47% less than the one required to make a titanium blade. Also, the cost required to manufacture

the composite blade was about 57% less than the one of the titanium blade. When

manufacturing metal blades, a portion of the material stock weight is wasted during the

machining sub-process. Also, the forging sub-process adds to the price of manufacturing metal

blades because of energy and labor costs.

A sample cost pie chart of a manufacturing process of resin matrix composite blades is shown

in Figure 12. The process is made of 11 sub-processes. The cost absorbed in each sub-process

is shown in the pie chart. The chart indicates that the largest cost (57.1%) involved the fh'st subprocess (procure material, cut and collate plies). The lowest cost (about 0.8%) is associated

with the sub-process required to machine the tip. These sub-processes are industry standards

and can be modified by the user. Note that these sub-processes do not correspond to the graphite

epoxy blade that is discussed earlier but are used in this paper to illustrate a typical manufacun_ng

process.

CONCLUSIONS

The capabilities of T/BEST in estimating the benefits of interfacing advanced technologies were

successfully demonstrated. T/BEST is a unique software because of its modular structure, user

friendliness, portability, and its distinct ability to be operated by users with various levels of

expertise. Through the sample cases presented, the T/BEST executive system identified the

structural benefits obtained by using composite material to construct fan and compressor blades.

12
When manufacturing fan blades, the usage of composite material offers great advantages due

to significant reduction in weight and cost. To achieve maximum performance, the blade

should be designed in hot position.. The Technology Benefit Estimator software can be used by

designers and engineers of various disciplines to assess the benefits gathered by interfacing

advanced technologies.

REFERENCES

1. E.R. Generazio, C.C. Chamis, and G.H. Abumeri, "Technology Benefit Estimator

(T/BEST) User's Manual", NASA TM 106785, December 1994.

2. R.M. Plencner, and C.A. Snyder, "The Navy/NASA Engine Program (NNEP89) - A

User's Manual", NASA TM 105186, August 1991.

3. E. Onat and G.W. Klees, "A Method to Estimate Weight and Dimensions of Large and

Small Gas Turbine Engines", NASA CR 159481, January 1977.

4. L.A. McCullers, "FLOPS Flight optimization System, Release 5.4, User's Guide", NASA

Langley Research Center, Hampton, Virginia.

5. E.S. Reddy, and G.H. Abumeri, "Blade Assessment for Ice Impact (BLASIM) User's

Manual, Version 1.0", NASA CR 191075, April 1993.

6. P.L.N. Murthy, and C.C. Chamis, "Integrated Composite Analyzer (ICAN), Users and

Programmers Manual", NASA TP 2515, 1986.

7. T. Kastanis, and W.D. McNally, "Revised FORTRAN Program for Calculating Velocities

and Streamlines on the Hub-Shroud Mid-channel Stream Surface of an Axial, radial, or

Mixed-Flow Turbomachine or Annular Duct, User's Manual", NASA TN D-8430, 1977.

8. T.J. Brennan, "Gas Turbine Engine Cost Estimating", 12th AIAA and ASE Propulsion

Conference, Palo Alto, CA., 1976.

9. I.H. Abbott, and A.E. Von Doenhoff, Theory of Wing Sections, Dover Publications, New

York, 1959, pp. 423.

13
T/BEST)

System's Level

User's level

Figure 1. Organizational directory tree chart of the

T/BEST Executive System

BLASIM

(Blade stn_tural

analysis)

FLOPS

(Flight optimization

system)

PWATE

(Engine cycle &

weight analysis)

FILE

MTSB

(Transonic flow

analy_)

MNFTR

(Manufacturing)

Misc. Capabilities

(Engine repair,

maintenance, etc..)

Figure 2. Default computational simulation modules of the

T/BEST Executive System

14
0.2

0.1

O

-0.1

-0.2 0 0.2 0.4 0.6 0.8

Engine Component: FAN, Stage: 1

Operafin_ RPM 6106

Hub Radius 11.77 in

Tip Radius 30.97 in

Number of Blades 33

Aspect Ratio 3.0

Blade Root Angle 18.45 °

Stagger Angle 35.0*

Chord

a) NACA 64-206 airfoil b) Fan blade load and geometry description

Figure 3. Fan blade airfoil, load, and geometry description

E

°_[..,

10

[]

[]

Material: Titanium

Material: Graphite Epoxy [+45,-45,90,0]s

0

FAN, FAN, HPC, HPC, HPC, HI_, HPC,

1st 2nd 1st 2nd 3rd 4th 5th

Stage Stage Stage Stage Stage Stage Stage

Figure 4. Maximum spanwise tip displacement - NACA 64-206 blade -

Structural response

15
0

-0.2

-0.4

e_

-0.8

-1

FAN, FAN, HI)C, HI_, I-I_, I-IPC, HPC,

1st 2nd 1st 2nd 3rd 4th 5th

m Material: Titanium

[_t Material: Graphite Epoxy [+45,-45,90,0]s

Figure 5. Uncamber- NACA 64-206 blade - Structural response

v

,6==)

0

-1

-2

-3

-4

-5

FAN, FAN, HPC, HPC, HPC, HI)C, I-IPC,

1st 2ad 1st 2nd 3rd 4th 5th

[]

[]

Material: Titanium

Mat_al: Graphite Epoxy [+45,-45,90,0]s

Figure 6 Untwist - NACA 64-206 blade - Structural response

16
t_

500000

400000

300000

200000

100000

0

1200

1000

800

600

400

200

[]

[]

Material: Titanium

Material: Graphite Epoxy [+45,-45,90,0]s

FAN, FAN, HPC, I-IPC, HPC, HPC, HPC,

1st 2nd 1st 2nd 3rd 4th 5th

Stage Stage Stage Stage Stage Stage Stage

Figure 7. Root stress- NACA 64-206 blade - Structural response

R Material: Titanium

[] Material: Graphite Epoxy [+45,-45,90,0]s

0

FAN, FAN, I-IPC, I-IPC, I-IPC, I/PC, I/PC,

1st 2nd 1st 2rid 3rd 4th 5th

Stage Stage Stage Stage Stage Stage Stage

Figure 8. First mode natural frequency - NACA 64-206 blade -

Structural response

17
tf3

2

1.5

0.5

0

FAN,

1st

Stage

Figure 9.

[]

[]

FAN,

2nd

Stage

Solid and

Material: Titanium

Material: Graphite Epoxy [+45,-45,90,0]s

I-It_, HPC, HPC, HPC, HPC,

1st 2rid 3rd 4th 5th

Stage Stage Stage Stage Stage

composite blade mass - NACA 64-206 blade

0.15

0

0

0.1

0.05

I !!

[]

Blade At Cold Positim (Undefonned)

Overall Efficiency = 88.46%

Blade At Hot Position (Deformed)

Overall Efficiency = 89.44%

Incidence

Sum Rotor

0

Endwall

Sec. Loss Windage

Figure 10. Fan- first stage efficiency changes due to loss for cold and hot

blade positions. Graphite Epoxy [+45,-45,90,0]s, NACA 64-206 blade

18
.c:

_o

8

_d

tq

. i...q

¢:I

Z

1.2

0.8

0.6

0.4

0.2

0

U

[]

Material: Titanium

Material: Graphite Epoxy [+45,-45,90,0]s

Weight Cost

Figure 11. Maurer stock weight and cost estimation for

manufacturing a fan blade.

1.2

- 1

¢:I

- 0.8 • t_I,,,d

- 0.6 r_

0.2

0

12.

2.1%

6.1%

10.6%

11.2%

57.1%

[]

0

[]

[]

[]

[]

[]

[]

[]

Sub-Process # 1:

Sub-Process # 2:

Sub-Process # 3:

Sub-Process # 4:

Sub-Process # 5:

Sub-Process # 6:

Sub-Process # 7:

Sub-Process # 8:

Sub-Process # 9:

Procure Material, Cut Plies,

Collate Plies

Assemble pressure and

Suction Halves, Inspection

Mold, Inspection

Machine Root, Inspection

Fabricate and Bound

Root Outsert

Machine Tip

Bond Stainless Steel Mesh

Nickel Plate Mesh

Mold Shelf Halves

Sub-Process # 10: Bond Shelf Moldings

Sub-Process # 11: Final Inspection

Figure 12. Cost pie chart of a manufacturing process

of resin matrix composite blades

19
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1. AGENCY USE ONLY (Leave blank) 2. REPORT DATE 3. REPORT TYPE AND DATES COVERED

June 1995 Technical Memorandum

4. TITLE AND SUBTITLE 5. FUNDING NUMBERS

T/BEST: Technology Benefit Estimator Select Features and Applications

6. AUTHOR(S)

Galib H. Abumeri, Christos C. Chamis, and Edward R. Generazio

7. PERFORMINGORGANIZATIONNAME(S)ANDADDRESS(ES)

National Aeronautics and Space Administration

Lewis Research Center

Cleveland, Ohio 44135-3191

9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES)

National Aeronautics and Space Administration

Washington, D.C. 20546-0001

WU-505-63-5B

8. PERFORMING ORGANIZATION

REPORT NUMBER

E-9714

10. SPONSORING/MONITORING

AGENCY REPORT NUMBER

NASA TM- 106960

11. SUPPLEMENTARY NOTES

Prepared for the 40th International Symposium and Exhibition sponsored by the Society for the Advancement of Materials

and Process Engineering, Anaheim, California, May 8-11, 1995. Galib H. Abumeri, NYMA, Inc., 2001 Aerospace

Parkway, Brook Park, Ohio 44142 (work funded by NASA Contract NAS3-27186); Christos C. Chamis and Edward R.

Generazio, NASA Lewis Research Center. Responsible person, Christos C. Chamis, organization code 5200,

(216) 433-3252.

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This publication is available from the NASA Center for Aerospace Information. (301) 621--0390.

12b. DISTRIBUTION CODE

13. ABSTRACT (Maximum 200 words)

ATechnology Benefit Estimator (T/BEST) system has been developed to provide a formal method to assess advanced

aerospace technologies and quantify the benefit contributions for prioritization. An open-ended, modular approach is used

to allow for upgrade and insertion of advanced technology modules. T/BEST's software framework, beginner-to-expert

operation, interface architecture, and key analysis modules are discussed. In this paper, selected features and applications

ofT/BEST are demonstrated. Sample cases pertaining to structural analysis of titanium and composite blades are presented. The performance of hot and cold composite fan blades is also discussed. The cost required to manufacture

titanium and composite fan blades is estimated.

14. SUBJECT TERMS

Advanced composites; Manufacturing; Stage performance; Structural analysis

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