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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 253 records · Page 14

12.5kW Advanced Electric Propulsion System Thruster Development Testing

Since 2012, NASA has been developing the12.5kW Hall Effect Rocket with Magnetic Shielding (HERMeS)thruster to serve the need for deep space propulsion. Aerojet Rocketdyne (AR)is developing the HERMeS Hall Current Thruster (HCT)into a flight capable design through the Advanced Electric Propulsion System (AEPS) program. In execution of this program, Aerojet Rocketdyne has designed, built and begun test of two Engineering Test Unit (ETU)HCTs, designated ETU-1 and ETU-2. This paper presents some of the preliminary results from theETU-1 thruster and draws comparisons to previous HERMeS Technology Demonstration Units (TDUs)and theETU-2 characterization unit. The ETU-1 thruster serves to evaluate the ETU design against dynamic and thermal environments while ETU-2 undergoes operational characterization and wear testing. The thruster has been exposed to acceptance and qualification-level vibration and shock testing and has undergone acceptance and characterization hot-firing to evaluate thruster performance after exposure to dynamic environments. The results have demonstrated that the dynamic environments have not had an adverse effect on performance and demonstrated that stability and operating characteristics remain unaffected. Together, ETU-1 and ETU-2 HCTs have demonstrated operating performance and characteristics in-family with each other and with the NASA HERMeS Technology Demonstration Units.

AEPS↗

Large Scale and Multi-Alloy Rocket Engine Component Development using Various Metal Additive Manufacturing Techniques

The NASA Marshall Space Flight Center (MSFC) has been involved with various forms of metallic additive manufacturing (AM) for use in liquid rocket engine component design, development, and testing since 2010. These AM techniques have been demonstrated to significantly reduce hardware cost, shorten fabrication schedules, increase reliability by reducing the number of joints, and improve hardware performance by allowing fabrication of designs not feasible by conventional means. The focus at the NASA MSFC for these metal additive manufacturing techniques include laser powder-bed fusion (L-PBF), blown powder directed energy deposition (DED), arc-based deposition, and Laser Wire Direct Closeout (LWDC). A variety of components have been evaluated and tested including thrust chamber injectors, injector components such as faceplates, regeneratively-cooled combustion chambers, regeneratively-cooled nozzles, gas generator and preburner hardware, and augmented spark igniters. To support these component applications in harsh environments, NASA has advanced a variety of “standard” additive manufacturing alloys such as those in the superalloy-family and also evolved new alloys including GRCop-84, GRCop-42, NASA HR-1, and JBK-75. The purpose of this presentation is to discuss the various component programs at the NASA MSFC using AM to develop, fabricate, and test combustion devices hardware and the evolution of the new additive alloys. One of these projects that will be highlighted is Rapid Analysis and Manufacturing Propulsion Technology (RAMPT), which includes new process development for large scale AM components, multi-metallic AM components, including unique component designs using additive manufacturing. Additional information will be provided on the development of other components, hot-fire testing, post-processing of AM techniques including surface enhancements (polishing) techniques, material and process characterization, future development programs, and dissemination of data to industry partners.

Additive Manufacturing↗

Mars Ascent Vehicle Hybrid PropulsionEffort

A technology development program was undertaken to determine if the benefits of hybrid rocket propulsion could be realized for a Mars Ascent Vehicle (MAV) application. Specifically, the goal of this program was to increase the Technology Readiness Level (TRL) of a hybrid propulsion system such that it could be considered for a potential Mars Sample Return Campaign. Over the course of approximately five years, a new, wax-based fuel was developed, characterized and tested with Mixed Oxides of Nitrogen (from MON-3 to MON-25). Various ignition mechanisms were tested and solid hypergolic additives were evaluated for their potential to ignite the hybrid motor. Several hot-fire test campaigns were completed at both sub- and full-scale. The technology development program was born out of a JPL study documented by Shotwell and Karp that identified the Single Stage to Orbit (SSTO) hybrid propulsion system for a potential Mars Ascent Vehicle to be the lowest Gross Lift Off Mass option from the ten configurations evaluated. Benefits of the hybrid option included its predicted favorable low temperature storage and operation behavior, high performance and ability to restart (enabling the SSTO). The main disadvantage of the hybrid option was its low TRL,as it essentially started as a blank sheet design with a new fuel development. Near the end of the technology development program, a Preliminary Architecture Assessment (PAA) was completed to evaluate a single-stage hybrid propulsion system and a two-stage solid propulsion system for a potential MAV. The solid propulsion system was selected for further study in 2019, primarily because of its flight heritage. While the hybrid technology development program made many strides, there was still a list of challenges to overcome. This paper will discuss the substantial progress and remaining challenges from the technology development effort from 2015 through 2019. This includes fuel development and reformulation, sub- and full-scale testing at Space Propulsion Group, full scale testing at Parabilis, full scale testing at Whittinghill Aerospace, hypergolic additive testing at Purdue and Penn State and the evaluation of adding hypergolic additives to a full-scale grain. It also includes a discussion of the design that resulted from the Preliminary Architecture Assessment.

hybrid rocket↗

Lightweight Thrust Chamber Assemblies using Multi-Alloy Additive Manufacturing and Composite Overwrap

Additive Manufacturing (AM) has brought significant design and fabrication opportunities for complex components with internal features such as liquid rocket engine thrust chambers not previously possible. This technology allows for significant cost savings and schedule reductions in addition to new performance optimization through weight reduction and increased margins. Specific to regeneratively-cooled combustion chambers and nozzles for liquid rocket engines, additive manufacturing offers the ability to form the complex internal coolant channels and the closeout of the channels to contain the high pressure liquid propellants with a single operation. Much of additive manufacturing development has focused on monolithic alloys using Laser Powder Bed Fusion (L-PBF), which do not allow for complete optimization of the structure. The National Aeronautics and Space Administration (NASA) completed feasibility of an AM bimetallic L-PBF GRCop-84 copper-alloy combustion chamber with an AM electron beam freeform Inconel 625 structural jacket under the Low Cost Upper Stage Propulsion (LCUSP) Project. A follow-on project called Rapid Analysis and Manufacturing Propulsion Technology (RAMPT) is under development to further expand large-scale multi-alloy thrust chambers while maturing composite overwrap technology for significant weight savings opportunities. The RAMPT project has three primary objectives: 1) Advancing blown powder Directed Energy Deposition (DED) to fabricate integral-channel large scale nozzles, 2) Develop composite overwrap technology to reduce weight and provide structural capability for thrust chamber assemblies, and 3) Develop bimetallic and multi-metallic additively manufactured radial and axial joints to optimize material performance. In addition to these primary manufacturing developments, analytical modeling efforts compliment the process development to simulate the AM processes to reduce build failures and distortions. The RAMPT project is also maturing the supply chain for various manufacturing processes described above in addition to L-PBF of GRCop-42. This paper will present an overview of the RAMPT project, the process development and hardware progress to date, material and hot-fire testing results, along with future developments.

Additive Manufacturing↗

Advanced and Additive Manufacturing Technologies for Liquid Rocket Engine Components

Overview of advanced manufacturing and additive manufacturing development at NASA for liquid rocket engines. Presentation includes various material, process, design, and hot-fire testing developments demonstrating the use of advanced components for liquid rocket engines on launch vehicles and in-space systems.

Additive Manufacturing↗

Large Scale and Multi-Alloy Rocket Engine Component Development using Various Metal Additive Manufacturing Techniques

The NASA Marshall Space Flight Center (MSFC) has been involved with various forms of metallic additive manufacturing (AM) for use in liquid rocket engine component design, development, and testing since 2010. These AM techniques have been demonstrated to significantly reduce hardware cost, shorten fabrication schedules, increase reliability by reducing the number of joints, and improve hardware performance by allowing fabrication of designs not feasible by conventional means. The focus at the NASA MSFC for these metal additive manufacturing techniques include laser powder-bed fusion (L-PBF), blown powder directed energy deposition (DED), arc-based deposition, and Laser Wire Direct Closeout (LWDC). A variety of components have been evaluated and tested including thrust chamber injectors, injector components such as faceplates, regeneratively-cooled combustion chambers, regeneratively-cooled nozzles, gas generator and preburner hardware, and augmented spark igniters. To support these component applications in harsh environments, NASA has advanced a variety of “standard” additive manufacturing alloys such as those in the superalloy-family and also evolved new alloys including GRCop-84, GRCop-42, NASA HR-1, and JBK-75. The purpose of this presentation is to discuss the various component programs at the NASA MSFC using AM to develop, fabricate, and test combustion devices hardware and the evolution of the new additive alloys. One of these projects that will be highlighted is Rapid Analysis and Manufacturing Propulsion Technology (RAMPT), which includes new process development for large scale AM components, multi-metallic AM components, including unique component designs using additive manufacturing. Additional information will be provided on the development of other components, hot-fire testing, post-processing of AM techniques including surface enhancements (polishing) techniques, material and process characterization, future development programs, and dissemination of data to industry partners.

Additive Manufacturing↗

NASA’s Space Launch System: Progress Toward Launch

The Space Launch System (SLS), NASA’s cornerstone launch capability for a new generation of deep space exploration, has begun assembly at Kennedy Space Center (KSC) in preparation for launch in 2021. SLS will provide an unparalleled launch capability for human and robotic deep space exploration missions. Its proven propulsion system, upgrade path to more powerful vehicles, and high-volume payload fairings make it the foundation for ambitious and demanding as part of the Artemis program. Artemis is NASA’s 21st-century plan to put boots on the Moon and to perform sustainable, long-term science in deep space, with eyes toward sending explorers to Mars. The initial SLS vehicle to fly, Block 1 in the crew configuration – with the new Orion spacecraft – is scheduled to lift off from revitalized launch facilities at KSC in 2021 for an uncrewed test flight known as Artemis I. Manufacturing is complete on the vehicle and all elements have been delivered to the Exploration Ground Systems (EGS) Program, except the core stage. The program’s all-new development, the core stage is currently in the midst of a “Green Run” test campaign at Stennis Space Center (SSC). Eight progressively more challenging tests in the Green Run series will culminate in a hot-fire of four flight-proven liquid hydrogen/liquid oxygen (LH2/LOX) RS25 engines. Following the Green Run hotfiring, the core stage will ship to KSC. Already at KSC, aft sections of the fivesegment solid rocket boosters are being assembled. Previously delivered elements, including the upper stage, are undergoing final checkouts in preparation for stacking. An exciting 2021 will include such milestones as stacking SLS and Orion in KSC’s Vehicle Assembly Building (VAB), modal testing, roll out to Launch Pad 39B, Wet Dress Rehearsal (WDR), and launch. Teams across the country are preparing for launch by finalizing procedures, defining launch constraints and flight rules, training console operators, performing simulations, and more. With the SLS Block 1 vehicle for Artemis I nearing integration and launch, the second Block 1 vehicle in the crew configuration, which will carry astronauts on an Artemis II hybrid lunar flyby mission, has several elements manufactured. In fact, the solid rocket motor segments and RS-25 engines are complete. Those program elements are processing hardware for the third flight and working toward manufacturing the second SLS variant to fly, Block 1B, which will onramp a powerful new upper stage, the Exploration Upper Stage (EUS).

John Honeycutt↗

Mars Ascent Vehicle Hybrid Propulsion Effort

A technology development program was undertaken to determine if the benefits of hybrid rocket propulsion could be realized for a Mars Ascent Vehicle (MAV) application. Specifically, the goal of this program was to increase the Technology Readiness Level (TRL) of a hybrid propulsion system such that it could be considered for a potential Mars Sample Return Campaign. Over the course of approximately five years, a new, wax-based fuel was developed, characterized and tested with Mixed Oxides of Nitrogen (from MON-3 to MON-25). Various ignition mechanisms were tested and solid hypergolic additives were evaluated for their potential to ignite the hybrid motor. Several hot-fire test campaigns were completed at both sub- and full-scale. The technology development program was born out of a JPL study documented by Shotwell and Karp that identified the Single Stage to Orbit (SSTO) hybrid propulsion system for a potential Mars Ascent Vehicle to be the lowest Gross Lift Off Mass option from the ten configurations evaluated. Benefits of the hybrid option included its predicted favorable low temperature storage and operation behavior, high performance and ability to restart (enabling the SSTO). The main disadvantage of the hybrid option was its low TRL, as it essentially started as a blank sheet design with a new fuel development. Near the end of the technology development program, a Preliminary Architecture Assessment (PAA) was completed to evaluate a single-stage hybrid propulsion system and a two-stage solid propulsion system for a potential MAV. The solid propulsion system was selected for further study in 2019, primarily because of its flight heritage. While the hybrid technology development program made many strides, there was still a list of challenges to overcome. This paper will discuss the substantial progress and remaining challenges from the technology development effort from 2015 through 2019. This includes fuel development and reformulation, sub- and full-scale testing at Space Propulsion Group, full scale testing at Parabilis, full scale testing at Whittinghill Aerospace, hypergolic additive testing at Purdue and Penn State and the evaluation of adding hypergolic additives to a fullscale grain. It also includes a discussion of the design that resulted from the Preliminary Architecture Assessment.

hybrid rocket↗

A Micro Newton Impulse-Bit Hydrazine Thruster - Design, Test, and Mission Applications

A small thruster, that will herein be called the Hydrazine milliNewton Thruster (HmNT), has been designed and vacuum hot-fire tested, demonstrating a range of thrust and impulse far below the current state-of-the-art (SOA) hydrazine thruster. Steady-state thrust levels of 35–135 mN, and minimum impulse-bits of 25–120 μN-s were demonstrated over a typical operating range of inlet pressures. These capabilities provide new spacecraft and mission design options, including the following: Functional backup for Reaction Wheel Assemblies (RWAs), which can be used to prolong the useful life of RWAs; RWA replacement for certain missions to save mass, power, and cost; Precision delta-V that can be used for: proximity operations and docking maneuvers, formation flying, primary attitude control for SmallSats and CubeSats, and primary delta-V for CubeSats.

Scharf, Daniel P.↗

Development and Testing of Pulse Guns for Combustion Instability Testing

To test liquid rocket engines (LREs) for combustion instabilities, devices such as bombs are often used to create pressure wave disturbances. Bombs, while effective, are inherently dangerous, expensive, and difficult to procure. Over the years, pulse guns have been used as a safer and more cost-effective way to generate controlled pressure disturbances in engine chambers. In anticipation of the need for stability testing of prototype LREs at NASA Marshall Space Flight Center (MSFC), a set of pulse guns have been designed, fabricated, tested, and characterized. The pulse gun program is funded by the RS-25 Engine Program managed out of MSFC and funded by NASA’s Space Launch System (SLS) through the MSFC Liquid Engines Office (LEO). A pulse gun is a simple device – like a traditional gun, it has a breech and barrel section. However, unlike a traditional gun, there is no bullet, as the purpose of the pulse gun is strictly to fire a high pressure pulse. Instead of a firing pin and primer that would normally be used in a traditional gun, an initiator is used to activate the gun powder. The initiator is a highly reliable pyrotechnic initiator. For this study, clone versions of the NASA Standard Initiator (NSI) were used. The initiator is used to ignite a pre-measured amount of gun powder loaded into the breech. When the pressure of the burnt gun powder exceeds the set point of a downstream burst disk, the disk ruptures, allowing the high pressure pulse to travel downstream through the barrel section. A ballistic pressure transducer located in the breech section is used to measure the short duration, high pressure pulse. Some configurations of the pulse gun have barrel sections that include one or more additional ballistic pressure transducers. These additional pressure measurements help track the degradation and damping of the pulse as it travels out of the barrel section. The measurements may also be used to determine the velocity of pulse. The objective of this paper is to present the different variants of this newly-developed pulse gun and characterize performance over a range of parameters. The parameters include breech diameter, barrel length, amount of gun powder used, the way the gun powder is packed, and the pressure setting of the burst disk. There are a total of six pulse guns: three with the 0.25 inch breech and three different length barrels, and three with the 0.40 inch breech and three different length barrels. For both breech sizes, the associated barrels are referred to as standard, one-port, and two-port barrels. The standard barrel has no instrumentation and is likely the barrel that will be used for engine stability testing. The one- and two-port barrels were designed specifically for pulse gun component testing to allow measurements of the magnitude and timing of the high pressure pulse as it makes its way through the pulse gun. The burst disks tested were commercially-available burst disks designed to rupture at 8,000, 16,000, and 24,000 psid. Testing was accomplished by firing the pulse gun into a test chamber pressurized with nitrogen at about 2300 psig. A total of four Model 113B23 High frequency ICP® pressure sensors (10k psi) were mounted in the test chamber, in the same plane as the pulse gun. Two of the sensors had “trimmed” adapters, and two did not. Given the symmetrical configuration of the sensors within the test chamber, different amplitudes of pressure measurements are attributed to the use of trimmed versus untrimmed adapters. The untrimmed adapters, with their narrower passages, tended to amplify the pressure amplitudes by as much as 50%. In total, 41 pulse gun tests have been conducted.Data are still being analyzed, but some trends are apparent. For example, measurements taken within the pulse gun are shown in Figures 3 and 4 for Hot-fires (HFs) # 11 and 39, respectively. Both tests were identical in that the 0.40 inch ID breech, two-port barrel, 8,000 psid burst disk, and same amount of gunpowder (6.639 grains for HF# 11, and 6.576 grains for HF# 39) were used, and the back pressure in the nitrogen test chamber was ~2300 psig. Despite keeping all these variables constant, the results from these two tests look quite different. For both tests, the first pressure peak shown in the P2111 trace within the breech is the firing of the initiator. The second peak and any subsequent peaks are from the combustion of the gunpowder. It should be noted that because the sensors are dynamic, the ~2300 psig baseline static pressure is not shown in the figures. For HF# 11, the burst disk clearly ruptured in a little over 0.1 ms from the time the initiator was fired. This is evident from the abrupt rise in pressure for P2112 followed by another abrupt rise in pressure for P2113. The sensors track the movement of the high pressure pulse through the pulse gun. For HF# 39, however, there was nearly 1 ms delay between the initiator firing and the burst disk rupturing. The only difference between these two tests was the way in which the gunpowder was packed within the breech. For HF# 11, the gunpowder was poured directly into the breech, atop the initiator, and held in place with a vegetable fiber wad appropriately sized for the barrel diameter. Once in place, the wad firmly held the gunpowder in place. For HF# 39, the gunpowder was rolled within cigarette paper with the ends of the paper twisted. The rolled gunpowder was gently pushed down into the breech, toward the initiator, and no wad was used. This method of loading the gunpowder consistently produced longer delays in the rupture of the burst disk, presumably because there was a steady, fuller burning of the gunpowder. The burst disk was rated for 8,000 psid, which means that the burst disk should not have opened until the pressure in the breech reached ~10,300 since there was ~2300 psig back pressure in the test chamber. In the case of HF# 11, the breech pressure only reached roughly 4200 psi before there was leakage either through or past the burst disk, but for HF#39, the breech pressure reached 10,600 psi prior to the burst disk opening. The temperature of the burst disk is certainly a factor in determining when the burst disk will rupture. A sharp rise in the burst disk temperature could weaken it and cause it to stray from the designed set point burst pressure. The burst disks are manufactured of Inconel to try to reduce their sensitivity to temperature, but how the burst disks perform above 900°F is not documented. All burst disks were engineered and tested by the manufacturer for ambient temperature conditions. One theory for why rolling the gunpowder in cigarette paper may produce better results is related to a more controlled temperature environment. The cigarette paper may act as a sheath that protects the burst disk from excessive temperatures during the rapid buildup of pressure in the breech. The ultimate benefit of not breeching the burst disk prematurely is shown in Figures 5 and 6, which graphs the resultant pressure pulse produced in the test chamber. For HF #11, the peak pressure on the P2123 trimmed adapter is about 270 psi, while for HF# 39 it is 343 psi, which is about 1.27 times greater in magnitude. In either case, the pressure pulse is ~20 μs in width once it reaches the test chamber. Another pressure rise about 100 μs later can be seen on the sensors located across from the pulse gun port, P2124 and P2121. These pressures are lower due to attenuation of the pressure wave as it moves across the test chamber. After the wave encounters the wall, it reflects back and forth within the chamber until it completely dissipates.

Pulse Gun↗

Lightweight Thrust Chamber Composite Overwrap Lessons Learned

Filament winding a polymer/carbon fiber composite overwrap onto an additively manufactured copper combustion chamber will allow it to act as a light-weight structural jacket, significantly reducing weight for high pressure thrust chamber assemblies and reducing overall cost and fabrication schedules. Chamber assemblies for 2k lb. and 7k lb. of thrust have been successfully tested at NASA’s Marshall Space Flight Center. Multiple lessons were learned throughout the overwrap process development and manufacturing trials. The lessons learned on small scale hardware will guide further composite manufacturing technologies and enable a progression to larger scale assemblies with greater structural loads. Material performance requirements, manufacturing process development, and surface preparation were evaluated during the small chamber trials, with the broad thermal requirements of the resin being the primary driver for material selection and processing. Both epoxy and bismaleimide materials were evaluated with respect to both performance in the hot-fire test and ease of fabrication. Separately, surface preparation procedures were studied with the goal of providing a smooth chamber surface to promote a non-bonded overwrap. The recent testing of the 7k trust chamber has provided data in Non-Destructive Evaluation (NDE) and processing in order to continue to evaluate the performance requirements stated.

composite overwrap↗

Lightweight Thrust Chamber Composite Overwrap Lessons Learned

The manufacturing, design, and analysis of filament wound carbon fiber/polymer composite overwraps for additively manufactured, copper combustion chambers are a critical part of NASA’s Rapid Analysis and Manufacturing Propulsion Technology (RAMPT) project. Ideally, the composite overwrap acts as a light-weight structural jacket and allows significant weight reduction of the high pressure thrust chamber assembly, reduction of overall cost, and reduced fabrication schedules. Chamber assemblies for 2000 lb. (2k) and 7000 lb. (7k) of thrust have been successfully tested at NASA’s Marshall Space Flight Center. Multiple lessons were learned throughout the overwrap process development and manufacturing trials. The lessons learned on small scale hardware, such as the 2k and 7k chambers, will guide further composite manufacturing technologies and enable a progression to larger scale assemblies with greater structural loads. Material performance requirements, manufacturing process development, and surface preparation were evaluated during the small chamber trials, with the broad thermal requirements of the resin being the primary driver for material selection and processing. Both epoxy and bismaleimide (BMI) materials were evaluated with respect to both performance in the hot-fire test and ease of fabrication. Separately, surface preparation procedures were studied with the goal of providing a smooth chamber surface to promote a non-bonded overwrap. Recent testing of the 7k trust chamber has provided data in Non-Destructive Evaluation (NDE) and processing in order to continue to evaluate the performance requirements stated.

Allison Clark↗

Advancement of Novel Additively Manufactured Alloys for Space Applications

NASA has been involved in the development and maturation of metal additive manufacturing (AM) for space applications since the late 2000’s. Several efforts have focused on the understanding of AM processes through material characterization and testing, standards development, component fabrication, and infusion into development and flight applications. While many common aerospace alloys have been and continue to be a focus of ongoing development, the need for custom-alloy developments for high performance applications enabled by AM processes has been realized. The applications being targeted are liquid rocket engines with high heat fluxes, high pressure, and that utilize propellants such as hydrogen, which can degrade the alloy. NASA has recently focused on the development and advancement of novel alloy advancement using AM for use in these harsh environments, such as GRCop-42, GRCop-84, NASA HR-1, and JBK-75. These alloys have been evaluated using the laser powder bed fusion (L-PBF) and laser powder directed energy deposition (LP-DED) processes. The results from these processes have demonstrated that AM can enable rapid development of new alloy systems that can yield higher performances. These alloys have undergone the fundamental metallurgical evaluations, heat treatment study, and microstructure characterization and mechanical testing campaign. This, combined with direct application-specific component fabrication and hot-fire testing, enabled the increase of the Technology Readiness Level (TRL). This presentation will provide a background and overview of these AM-enabled novel alloys, AM processing development including metallurgical and mechanical property studies. It will also cover the latest advancement in the parallel component development and testing and future developments. The goal of these alloy development is to allow for technology infusion into NASA and commercial spaceflight missions as well as to establish and sustain the needed commercial AM supply chain.

Additive Manufacturing↗

Metal Additive Manufacturing Process Selection and Development for Propulsion Components

Metal additive manufacturing (AM) is a generic term that captures a variety of fabrication processes. Each of these manufacturing process has unique advantages and challenges for use in aerospace propulsion applications. The most commonly used AM processes include Powder Bed Fusion (PBF), Directed Energy Deposition (DED), and solid-state processes as in Cold Spray, Ultrasonic Additive Manufacturing, and Additive Friction Stir Deposition. While detailed research has been conducted among many of the AM processes to mature processing parameters and material properties, navigating which processes are best to select is difficult as it is based on specific component requirements. The focus of this presentation is to provide an overview of considerations for each of metal AM process selection for aerospace components based on various key attributes. These key attributes include geometric considerations, metallurgical characteristics, cost basis, post-processing and maturity of the processes. The data for these trade selections are based on studies that NASA as performed internally and with academic and industry partners. These studies include multiple AM build experiments to evaluate (1) geometric variations and constraints within the processes, (2) alloy characterization and mechanical testing, (3) pathfinder component development and hot-fire evaluations, and (4) certification approaches. This presentation summarizes these results and is meant to introduce specific examples which show what to consider when designing a metal AM component for aerospace propulsion applications.

Additive Manufacturing↗

Metal Additive Manufacturing Developments for Propulsion Applications

NASA has been involved in the development and maturation of metal additive manufacturing (AM) for space applications since the 2000’s. Several efforts have focused on the understanding of AM processes through material characterization and testing, standards development, component fabrication, and infusion into development and flight applications. While many common aerospace alloys have been and continue to be a focus of ongoing development, the need for custom-alloy developments for high performance applications enabled by various AM processes has been realized. The applications being targeted are liquid rocket engines with high heat fluxes, high pressure, and that utilize propellants such as hydrogen, which can degrade the alloy. NASA has recently focused on the development and advancement of novel alloy advancement using AM for use in these harsh environments, such as GRCop-42, GRCop-84, NASA HR-1, and JBK-75. These alloys have been evaluated using powder bed fusion (PBF), directed energy deposition (DED), and solid-state AM processes. The results from these processes have demonstrated that AM can enable rapid development of new alloy systems that can yield higher performances across various metal AM processes. These alloys have undergone the fundamental metallurgical evaluations, heat treatment study, and microstructure characterization and mechanical testing campaign. This, combined with direct application-specific component fabrication and hot-fire testing, enabled the increase of the Technology Readiness Level (TRL). This presentation will provide a background and overview of various AM-enabled novel alloys, a comparison across the AM processes, and development including metallurgical and mechanical property studies. It will also cover the latest advancement in the parallel component development and testing and future developments. The goal of these alloy development and use of various AM processes is to allow for technology infusion into NASA and commercial spaceflight missions as well as to establish and sustain the needed commercial AM supply chain.

Additive Manufacturing↗

Metal Additive Manufacturing for Spaceflight

NASA has been involved in the development and maturation of metal additive manufacturing (AM) for space applications since the 2000’s. Several efforts have focused on the understanding of AM processes through material characterization and testing, standards development, component fabrication, hot-fire testing, and infusion into development and flight applications. This presentation will discuss some of the various AM processes, components, testing and development efforts for spaceflight applications at NASA used on launch vehicles and propulsion systems. - AM process comparisons and selection for spaceflight applications. - Novel alloy development, characterization, and maturation for extreme environments. - Infusion and maturation of AM components into development and flight applications.

Additive manufacturing↗

Metal Additive Manufacturing Process Selection and Development Lifecycle for Propulsion Components

Metal additive manufacturing (AM) is a generic term that captures a variety of fabrication processes. Each of these manufacturing process has unique advantages and challenges for use in aerospace propulsion applications. The most commonly used AM processes include Powder Bed Fusion (PBF), Directed Energy Deposition (DED), and solid-state processes as in Cold Spray, Ultrasonic Additive Manufacturing, and Additive Friction Stir Deposition. While detailed research has been conducted among many of the AM processes to mature processing parameters and material properties, navigating which processes are best to select is difficult as it is based on specific component requirements. The focus of this presentation is to provide an overview of considerations for each of metal AM process selection for aerospace components based on various key attributes. These key attributes include geometric considerations, metallurgical characteristics, cost basis, post-processing and maturity of the processes. The data for these trade selections are based on studies that NASA as performed internally and with academic and industry partners. These studies include multiple AM build experiments to evaluate (1) geometric variations and constraints within the processes, (2) alloy characterization and mechanical testing, (3) pathfinder component development and hot-fire evaluations, and (4) certification approaches. This presentation summarizes these results and is meant to introduce specific examples which show what to consider when designing a metal AM component for aerospace propulsion applications.

Paul Gradl↗

Experimental Validation of Nozzle Flow Simulations for Rotating Detonation Rocket Engines

Rotating detonation engines (RDEs) promise increased thermodynamic performance that may significantly enhance the capabilities of current rocket platforms. Little work has been conducted thus far to characterize the effect of nozzle design on high chamber pressure RDEs. Previous computational work was completed to understand the nozzle performance of the Purdue methane/oxygen rocket RDE. A new experimental study on a similar kerosene/oxygen RDE was conducted to validate the results of the computational study. Both a nozzleless geometry and several aerospike designs were hot-fire tested. New pressure instrumentation on the different nozzle surfaces were included to better understand the flow physics unique to RDE chamber exit conditions. Both the previous computational study and the new experimental results confirmed that for a nozzleless geometry, the RDE cycle enhances suction on the base region, an important result to determining RDE engine performance separate from nozzle effects. While the aerospike experiments showed agreement with computational results, delay of flow separation due to the RDE cycle could not be confirmed. Two aerospike geometries with different nozzle pressure ratios were experimentally evaluated. This study showed both the strength and the necessity for 3D transient computations to better understand the RDE flow field with nozzle geometries.

Alexis J Harroun↗