Buoyant anti-slosh system Patent
Submerged fuel tank baffles to prevent sloshing in liquid propellant rocket flight
Evensen, D. A.↗
SEARCH · Search NASA
Results for “FUEL TANK”
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.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Outgassing behavior of multilayer insulation materials
Outgassing of multilayer insulation materials for use in cryogenic fuel tanks
Glassford, A. P. M.↗
Development of a polyimide for use as a temperature and solvent resistant sealant
Polyimide developed by the interaction of benzophenone tetracarboxylic dianhydride, polyoxypropylene diamine, and oxydianiline is used for fuel tanks that are exposed to extreme temperatures.
Roscoe, J. S.↗
Evaluation of active cooling systems for a Mach 6 hypersonic transport airframe, part 2
Transpiration and convective cooling concepts are examined for the fuselage and tail surface of a Mach 6 hypersonic transport aircraft. Hydrogen, helium, and water are considered as coolants. Heat shields and radiation barriers are examined to reduce heat flow to the cooled structures. The weight and insulation requirements for the cryogenic fuel tanks are examined so that realistic totals can be estimated for the complete fuselage and tail. Structural temperatures are varied to allow comparison of aluminum alloy, titanium alloy, and superalloy contruction materials. The results of the study are combined with results obtained on the wing structure, obtained in a previous study, to estimate weights for the complete airframe. The concepts are compared among themselves, and with the uncooled concept on the basis of structural weight, cooling system weight, and coolant weight.
Helenbrook, R. G.↗
Advances in cryogenic foam insulations.
Description of a discretely oriented thread-reinforced polyurethane foam thermal insulation system for liquid hydrogen fuel tanks. The 3-D foam and glass liner composite is designed to be adhesively bonded to the inside surface of the tank wall and to be in direct contact with liquid hydrogen. All elements of this insulation composite are capable of sustaining the loads and environmental conditions imposed by testing under simulated Space Shuttle vehicle requirements at temperatures between -423 and +350 F.
Lemons, C. R.↗
Space shuttle safety - A hybrid vehicle breeds new problems.
Discussion of a few novel problems raised by the design and flight plan of the space shuttle and by the dangerous cargos it might carry. Among the problems cited are those connected with the inspection of the bearings of the propellant turbopumps, particularly those of the hydrogen pump, for evidence of spalling, as well as problems arising in the inspection of the high-temperature parts of the combustor and turbine section of the airbreathing turbofan for shuttle booster and orbiter, and problems resulting from the possibility of fire hazard due to spontaneous ignition of fuel vapor in the fuel tank vapor space.
Pinkel, I. I.↗
A 10,000-gpm liquid hydrogen transfer system for the Saturn/Apollo program.
Brief description of the design and operation of the liquid hydrogen transfer system used to service the Saturn V launch vehicle. The cryogenic loading of the huge booster begins eight hours before the scheduled liftoff. The first three hours of fueling are spent in cold hydrogen gas conditioning of the fuel tank. The cold hydrogen gas is provided by vaporizing liquid hydrogen from the storage tank and routing the resultant gas through the fill system. Boil-off losses after loading are continuously replaced through control valves which are driven by a computer system. The liquid hydrogen transfer system is made up of a number of subsystems including the 850,000 gal storage tank whose boil-off losses amount to only 200 gal/day, the pressurization system, the burn pond for controlled disposal of hydrogen waste gas, the storage tank fill manifold, and the hazardous gas monitoring system. Some of the subsystems and components are redundant to provide a high degree of reliability.
Wybranowski, E., Jr.↗
A review of film boiling at cryogenic temperatures.
Film boiling occurs in the quenching of metals, the chilling of biological species, the regenerative cooling of rockets, and the cooling down of a cryogenic fuel tank. Occasionally film boiling is also found in a nuclear reactor or in a cryomagnet. Aspects of film boiling involving an unconstrained liquid mass are considered, giving attention to the evaporation time, the Leidenfrost temperature, solid-liquid contacts, the thermal properties of the solid, effects of coating or scale, wettability, the metastable condition, and the velocity effect on drops. Developments discussed with regard to pool boiling are related to vertical surfaces, film boiling from horizontal surfaces, film boiling from a horizontal cylinder, film boiling from a sphere, and film boiling of helium. Processes of film boiling in a channel are also analyzed.
Hsu, Y. Y.↗
The space shuttle
Two objectives of the space shuttle, or reusable reentry vehicle, are economy and the speed with which it can be made operational. Its mission will be carried out in six stages: launching, separation of the fuel tank, separation of the booster, placing the payload in orbit, return to the atmosphere, and the actual landing. The major element, the orbiter, is described. Some aspects of European participation in the program are discussed.
Myers, D. D.↗
The use of hydrogen for aircraft propulsion in view of the fuel crisis
Some factors influencing the technical feasibility of operating a liquid hydrogen-fueled airplane are discussed in light of the projected decrease of fossil fuels. Other sources of energy, such as wind, tidal, solar, and geothermal, are briefly mentioned. In view of projected decreases in available petroleum fuels, interest has been generated in exploiting the potential of liquid hydrogen (LH2) as an aircraft fuel. Cost studies of LH2 production show it to be more expensive than presently used fuels. Regardless of cost considerations, LH2 is viewed as an attractive aircraft fuel because of the potential performance benefits it offers. Accompanying these benefits, however, are many new problems associated with aircraft design and operations; for example, problems related to fuel system design and the handling of LH2 during ground servicing. Some of the factors influencing LH2 fuel tank design, pumping, heat exchange, and flow regulation are discussed.
Weiss, S.↗
Strain gage installation on the YF-12 aircraft.
A flight-loads measurement program on the YF-12 aircraft required the mounting of 101 strain-gauge bridges in the fuselage, fuel tanks, control surfaces, and three stations on the left wing. The sensors were to be installed primarily on titanium and were required to operate between -70 and +600 F. Strain gauges with modified Karma filaments and backings of glass-fiber reinforced epoxy resin matrices were selected and were installed with an epoxy adhesive. Attention is given to the calibration, mounting, and performance of the sensors in flight-load measurements.
Wilson, E. J.↗
The use of hydrogen for aircraft propulsion in view of the fuel crisis.
In view of projected decreases in available petroleum fuels, interest has been generated in exploiting the potential of liquid hydrogen (LH2) as an aircraft fuel. Cost studies of LH2 production show it to be more expensive than presently used fuels. Regardless of cost considerations, LH2 is viewed as an attractive aircraft fuel because of the potential performance benefits it offers. Accompanying these benefits, however, are many new problems associated with aircraft design and operations; for example, problems related to fuel system design and the handling of LH2 during ground servicing. Some of the factors influencing LH2 fuel tank design, pumping, heat exchange, and flow regulation are discussed.
Weiss, S.↗
Thermal control and structures approach for fluorinated propulsion.
FLOX and fluorine oxidizers require cryogenic storage at 86 K (-305 F) aboard a spacecraft, whereas their respective fuels MMH and hydrazine require room temperature storage. Propulsion configuration trade-off studies have been made for two potential classes of missions, an outer planet orbiter utilizing RTG's and an inner planet orbiter utilizing solar panels. The preliminary designs incorporate the fuel tank within the thermally controlled electronics compartment and expose the cryogenic tank to space. The cryogenic tank is isolated with foam, shadow shields and a titanium truss support. Its vernier temperature control is accomplished with electrical heaters.
Stimpson, L. D.↗
Titanium honeycomb structure
A brazed titanium honeycomb sandwich system for supersonic transport wing cover panels provides the most efficient structure spanwise, chordwise, and loadwise. Flutter testing shows that high wing stiffness is most efficient in a sandwich structure. This structure also provides good thermal insulation if liquid fuel is carried in direct contact with the wing structure in integral fuel tanks.
Davis, R. A.↗
Coating processes for increasing the moisture resistance of polyurethane baffle material
An investigation was conducted with the objective to improve the hydrolytic stability of reticulated polyurethane baffle material. This material is used in fuel tanks of aircraft and ground vehicles. The most commonly used foam of this type is hydrolytically unstable. Potential moisture barrier coatings which were evaluated include Parylene, epoxy-polysulfide, polyether based polyurethanes, polysulfides, polyolefin rubbers, and several other materials. Parylene coatings of at least 0.2 mil were found to provide the greatest improvement in hydrolytic stability.
Bilow, N.↗
Lightweight Vacuum Jacket for Cryogenic Insulation
The feasibility of producing a lightweight vacuum jacket using state-of-the-art technology and materials was examined. Design and analytical studies were made on a full-scale, orbital maneuvering system fuel tank. Preliminary design details were made for the tank assembly, including an optimized vacuum jacket and multilayer insulation system. A half-scale LH2 test model was designed and fabricated, and a force/stiffness proof test was conducted on the vacuum jacket. A vacuum leak rate of .000001 atmosphere ml of helium per second was measured, approximately 1500 hours of vacuum pressure were sustained, and 29 vacuum-pressure cycles were experienced prior to failure.
Barclay, D. L.↗
Lightweight Vacuum Jacket for Cryogenic Insulation - Appendices to Final Report
The feasibility is demonstrated of producing a lightweight vacuum jacket using state-of-the-art technology and materials. Design and analytical studies were made on an orbital maneuvering system fuel tank. Preliminary design details were completed for the tank assembly which included an optimized vacuum jacket and multilayered insulation system. A half-scale LH2 test model was designed and fabricated and a force/stiffness proof test was conducted on the vacuum jacket. A vacuum leak rate of 0.00001 was measured, approximately 1500 hours of vacuum pressure was sustained, and 29 vacuum pressure cycles were experienced prior to failure. For vol. 1, see N75-26192.
Barclay, D. L.↗
An analytical study of reduced-gravity propellant settling
Full-scale propellant reorientation flow dynamics for the Centaur D-1T fuel tank were analyzed. A computer code using the simplified marker and cell technique was modified to include the capability for a variable-grid mesh configuration. Use of smaller cells near the boundary, near baffles, and in corners provides improved flow resolution. Two drop tower model cases were simulated to verify program validity: one case without baffles, the other with baffles and geometry identical to Centaur D-1T. Flow phenomena using the new code successfully modeled drop tower data. Baffles are a positive factor in the settling flow. Two full-scale Centaur D-1T cases were simulated using parameters based on the Titan/Centaur proof flight. These flow simulations indicated the time to clear the vent area and an indication of time to orient and collect the propellant. The results further indicated the complexity of the reorientation flow and the long time period required for settling.
Bradshaw, R. D.↗