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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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NASA NTRSDate not supplied

Methodology and Development of SLS Ascent Loads

The methodology and development of the Space Launch System (SLS) Block 1 Boost and Core phase Ascent loads will be presented in this paper. As is common practice, a series of fixed time/mass Finite Element Models of the vehicle were developed for the purpose of evaluating the structural loads and accelerations for particular Mach or time ranges associated with the Boost and Core phases of flight. Load contributors, which vary between bins, include the flight mechanic induced portion of the loads (e.g., Static-Elastic (STEL) or Vehicle Load Indicator (VLI) tool results), gust loads, buffet loads, Solid Rocket Booster thrust oscillations, Core Stage Engine thrust oscillations, maneuvering loads, thrust vector-related dispersions, and Programmed Test Input induced loads. Each of these load contributors will be examined in this paper, as well as the Loads Combination Equations used to generate the final loads. In addition to the typical coupled loads analysis, an Ascent loads evaluation is included in the SLS Artemis 1 Day of Launch process; a summary of this evaluation will also be presented in this paper.

SLS↗
NASA NTRS2012

High-Pressure Systems Suppress Fires in Seconds

Much deserved attention is given to the feats of innovation that allow humans to live in space and robotic explorers to beam never-before-seen images back to Earth. In the background of these accomplishments is a technology that makes it all possible the rockets that propel NASA s space exploration efforts skyward. Marshall Space Flight Center has been at the heart of the Agency s rocketry and spacecraft propulsion efforts since its founding in 1960. Located at the Redstone Arsenal near Huntsville, Alabama, the Center has a legacy of success stretching back to the Saturn rockets that carried the Apollo astronauts into space. Even before Marshall was established, Redstone was the site of significant advances in American rocketry under the guidance of famous rocket engineer Werner Von Braun; these included the Juno I rocket that successfully carried the United States first satellite, Explorer 1, into orbit in 1958. And from the first orbital test flight of the Space Shuttle Columbia through the final flights of the shuttle program this year, these vehicles have been enabled by the solid rocket boosters, external tank, and orbiter main engines created at Marshall. Today, Marshall continues to host innovation in rocket and spacecraft propulsion at state-of-the-art facilities such as the Propulsion Research Laboratory. Like many of its past successes, some of the Center s current advancements are being made with the help of private industry partners. The efforts have led not only to new propulsion technologies, but to terrestrial benefits in a seemingly unrelated field in this case, firefighting.

Source record↗
NASA NTRS2012

Rocket Engine Innovations Advance Clean Energy

During launch countdown, at approximately T-7 seconds, the Space Shuttle Main Engines (SSMEs) roar to life. When the controllers indicate normal operation, the solid rocket boosters ignite and the shuttle blasts off. Initially, the SSMEs throttle down to reduce stress during the period of maximum dynamic pressure, but soon after, they throttle up to propel the orbiter to 17,500 miles per hour. In just under 9 minutes, the three SSMEs burn over 1.6 million pounds of propellant, and temperatures inside the main combustion chamber reach 6,000 F. To cool the engines, liquid hydrogen circulates through miles of tubing at -423 F. From 1981to 2011, the Space Shuttle fleet carried crew and cargo into orbit to perform a myriad of unprecedented tasks. After 30 years and 135 missions, the feat of engineering known as the SSME boasted a 100-percent flight success rate.

Source record↗
NASA NTRS1999

Catalyst Development for Hydrogen Peroxide Rocket Engines

The development of various catalysts of hydrogen peroxide was conducted for the applications of liquid rocket engines. The catalyst development includes silver screen technology, solid catalyst technology, and homogeneous catalyst technology. The silver screen technology development was performed with 85% (by weight) hydrogen peroxide. The results of this investigation were used as the basis for the catalyst design of a pressure-fed liquid-fueled upper stage engine. Both silver-plated nickel 200 screens and pure silver screens were used as the active metal catalyst during the investigation, The data indicate that a high decomposition efficiency (greater than 90%) of 85% hydrogen peroxide can be achieved at a bed loading of 0.5 lbm/sq in/sec with both pure silver and silver plated screens. Samarium oxide coating, however, was found to retard the decomposition process and the catalyst bed was flooded at lower bed loading. A throughput of 200 lbm of hydrogen peroxide (1000 second run time) was tested to evaluate the catalyst aging issue and performance degradation was observed starting at approximately 400 seconds. Catalyst beds of 3.5 inch in diameter was fabricated using the same configuration for a 1,000-lbf rocket engine. High decomposition efficiency was obtained with a low pressure drop across the bed. Solid catalyst using precious metal was also developed for the decomposition of hydrogen peroxide from 85% to 98% by weight. Preliminary results show that the catalyst has a strong reactivity even after 15 minutes of peroxide decomposition. The development effort also includes the homogeneous catalyst technology. Various non-toxic catalysts were evaluated with 98% peroxide and hydrocarbon fuels. The results of open cup drop tests indicate an ignition delay around 11 ms.

Morlan, P. W.↗
NASA NTRS2016

Status of NASA's Space Launch System

NASA's Space Launch System (SLS) continued to make significant progress in 2015 and 2016, completing hardware and testing that brings NASA closer to a new era of deep space exploration. Programmatically, SLS completed Critical Design Review (CDR) in 2015. A team of independent reviewers concluded that the vehicle design is technically and programmatically ready to move to Design Certification Review (DCR) and launch readiness in 2018. Just five years after program start, every major element has amassed development and flight hardware and completed key tests that will lead to an accelerated pace of manufacturing and testing in 2016 and 2017. Key to SLS' rapid progress has been the use of existing technologies adapted to the new launch vehicle. The existing fleet of RS-25 engines is undergoing adaptation tests to prove it can meet SLS requirements and environments with minimal change. The four-segment shuttle-era booster has been modified and updated with a fifth propellant segment, new insulation, and new avionics. The Interim Cryogenic Upper Stage is a modified version of an existing upper stage. The first Block I SLS configuration will launch a minimum of 70 metric tons (t) of payload to low Earth orbit (LEO). The vehicle architecture has a clear evolutionary path to more than 100t and, ultimately, to 130t. Among the program's major 2015-2016 accomplishments were two booster qualification hotfire tests, a series of RS-25 adaptation hotfire tests, manufacturing of most of the major components for both core stage test articles and first flight tank, delivery of the Pegasus core stage barge, and the upper stage simulator. Renovations to the B-2 test stand for stage green run testing was completed at NASA Stennis Space Center. This year will see the completion of welding for all qualification and flight EM-1 core stage components and testing of flight avionics, completion of core stage structural test stands, casting of the EM-1 solid rocket motors, additional testing of RS-25 engines and flight engine controllers This paper will discuss these and other technical and programmatic successes and challenges over the past year and provide a preview of work ahead before the first flight of this new capability.

Honeycutt, John↗
NASA NTRS2012

Propulsion Progress for NASA's Space Launch System

Leaders from NASA's Space Launch System (SLS) will participate in a panel discussing the progress made on the program's propulsion systems. The SLS will be the nation's next human-rated heavy-lift vehicle for new missions beyond Earth's orbit. With a first launch slated for 2017, the SLS Program is turning plans into progress, with the initial rocket being built in the U.S.A. today, engaging the aerospace workforce and infrastructure. Starting with an overview of the SLS mission and programmatic status, the discussion will then delve into progress on each of the primary SLS propulsion elements, including the boosters, core stage engines, upper stage engines, and stage hardware. Included will be a discussion of the 5-segment solid rocket motors (ATK), which are derived from Space Shuttle and Ares developments, as well as the RS-25 core stage engines from the Space Shuttle inventory and the J- 2X upper stage engine now in testing (Pratt and Whitney Rocketdyne). The panel will respond to audience questions about this important national capability for human and scientific space exploration missions.

May, Todd A.↗
NASA NTRS1976

Preliminary vibration, acoustic, and shock design and test criteria for components on the SRB, ET, and SSME

Specifications for vibration, acoustic and shock design for components and subassemblies on the External Tank (ET), Solid Rocket Booster (SRB), and Space Shuttle Main Engine (SSME). Included are vibration, acoustic, shock, transportation, handling, and acceptance test requirements and procedures. The space shuttle ET, SRB, and SSME have been divided into zones and subzones. Zones are designated primarily to assist in determining the applicable specifications. A subzone (General Specification) is available for use when the location of the component is known but component design and weight are not well defined. When the location, weight, and mounting configuration of the component are known, specifications for appropriate subzone weight ranges are available. Criteria for some specific components are also presented.

Source record↗
NASA NTRS1975

Nonlinear behavior of acoustic waves in combustion chambers

The nonlinear growth and limiting amplitude of acoustic waves in a combustion chamber are considered. A formal framework is provided within which practical problems can be treated with a minimum of effort and expense. The general conservation equations were expanded in two small parameters, one characterizing the mean flow field and one measuring the amplitude of oscillations, and then combined to yield a nonlinear inhomogeneous wave equation. The unsteady pressure and velocity fields were expressed as syntheses of the normal modes of the chamber, but with unknown time-varying amplitudes. This procedure yielded a representation of a general unsteady field as a system of coupled nonlinear oscillators. The system of nonlinear equations was treated by the method of averaging to produce a set of coupled nonlinear first order differential equations for the amplitudes and phases of the modes. The analysis is applicable to any combustion chamber. The most interesting applications are probably to solid rockets, liquid rockets, or thrust augmentors on jet engines.

Culick, F. E. C.↗
NASA NTRS1986

Space Shuttle redesign status

NASA has conducted an extensive redesign effort for the Space Shutle in the aftermath of the STS 51-L Challenger accident, encompassing not only Shuttle vehicle and booster design but also such system-wide factors as organizational structure, management procedures, flight safety, flight operations, sustainable flight rate, and maintenance safeguards. Attention is presently given to Solid Rocket Booster redesign features, the Shuttle Main Engine's redesigned high pressure fuel and oxidizer turbopumps, the Shuttle Orbiter's braking and rollout (landing gear) system, the entry control mode of the flight control system, a 'split-S' abort maneuver for the Orbiter, and crew escape capsule proposals.

Brand, Vance D.↗
NASA NTRS1989

Launch commit criteria performance trending analysis, phase 1, revision A. SRM and QA mission services

An assessment of quantitative methods and measures for measuring launch commit criteria (LCC) performance measurement trends is made. A statistical performance trending analysis pilot study was processed and compared to STS-26 mission data. This study used four selected shuttle measurement types (solid rocket booster, external tank, space shuttle main engine, and range safety switch safe and arm device) from the five missions prior to mission 51-L. After obtaining raw data coordinates, each set of measurements was processed to obtain statistical confidence bounds and mean data profiles for each of the selected measurement types. STS-26 measurements were compared to the statistical data base profiles to verify the statistical capability of assessing occurrences of data trend anomalies and abnormal time-varying operational conditions associated with data amplitude and phase shifts.

Source record↗
NASA NTRS1991

Using probabilistic analysis to assess the reliability of predicted SRB aft-skirt stresses

Probabilistic failure analysis is a tool to predict the reliability of a part or system. Probabalistic techniques were used to predict critical stresses which occur in the solid rocket booster aft-skirt during main engine buildup, immediately prior to lift-off. More than any other hold down post (HDP) load component, the Z loads are sensitive to variations in strains and calibration constants. Also, predicted aft-skirt stresses are strongly affected by HDP load variations. Therefore, the instrumented HDP are not effective load transducers for Z loads, and, when used with aft skirt stress indicator equations, yield estimates with large uncertainty. Monte Carlo simulation proved to be a straight forward way of studying the overlapping effects of multiple parameters on predicted equipment performance. An advantage of probabilistic analysis is the degree of uncertainty of each parameter as stated explicitly by its probability distribution. It was noted, however, that the choice of parameter distribution had a large effect on the simulation results. Many times these distributions must be assumed. The engineer who is designing the part should be responsible for the choice of parameter distribution.

Richardson, James A.↗
NASA NTRS1992

STS-49: Space shuttle mission report

The STS-49 Space Shuttle Program Mission Report contains a summary of the Orbiter, External Tank (ET), Solid Rocket Booster/Redesigned Solid Rocket Motor (SRB/RSRM), and Space Shuttle main engine (SSME) subsystem performance during the forty-seventh flight of the Space Shuttle Program and the first flight of the Orbiter vehicle Endeavor (OV-105). In addition to the Endeavor vehicle, the flight vehicle consisted of an ET designated as ET-43 (LWT-36); three SSME's which were serial numbers 2030, 2015, and 2017 in positions 1, 2, and 3, respectively; and two SRB's designated as BI-050. The lightweight RSRM's installed in each SRB were designated as 360L022A for the left RSRM and 360L022B for the right RSRM.

Fricke, Robert W.↗
NASA NTRS2008

Final Report on Portable Laser Coating Removal Systems Field Demonstrations and Testing

Processes currently used throughout the National Aeronautics and Space Administration (NASA) to remove corrosion and coatings from structures, ground service equipment and small components results in waste streams consisting of toxic chemicals, spent media blast materials, and waste water. When chemicals are used in these processes they are typically high in volatile organic compounds (VOC) and are considered hazardous air pollutants (HAP). When blast media is used, the volume of hazardous waste generated is increased significantly. Many of the coatings historically used within NASA contain toxic metals such as hexavalent chromium, and lead. These materials are highly regulated and restrictions on worker exposure continue to increase. Most recently the EPA reduced the permissible exposure limit (PEL) for hexavalent chromium. The new standard lowers OSHA's PEL for hexavalent chromium from 52 to 5 micrograms of Cr(V1) per cubic meter of air as an 8-hour time-weighted average. Hexavalent chromium is found in the pretreatment and primer coatings used within the Shuttle Program. In response to the need to continue to protect assets within the agency and the growing concern over these new regulations, NASA is researching different ways to continue the required maintenance of both facility and flight equipment in a safe, efficient and environmentally preferable manner. The use of laser energy to remove prepare surfaces for a variety of processes, such as corrosion and coating removal, weld preparation and non destructive evaluation is a relatively new technology that has shown itself to be environmentally preferable and in many cases less labor intensive than currently used removal methods. The development of a Portable Laser Coating Removal System (PLCRS) started as the goal of a Joint Group on Pollution Prevention (JG-PP) project, led by the Air Force, where several types of lasers in several configurations were thoroughly evaluated. Following this project, NASA decided to evaluate the best performers on processes and coatings specific to the agency. Laser systems used during this project were all of a similar design, most of which had integrated vacuum systems in order to collect materials removed from substrate surfaces during operation. Due to the fact that the technology lends itself to a bide variety of processes, several site demonstrations were organized in order to allow for greater evaluation of the laser systems across NASA. The project consisted of an introductory demonstration and a more in-depth evaluation at Wright-Patterson Air Force Base. Additionally, field demonstrations occurred at Glenn Research Center and Kennedy Space Center. During these demonstrations several NASA specific applications were evaluated, including the removal of coatings within Orbiter tile cavities and Teflon from Space Shuttle Main Engine gaskets, removal of heavy grease from Solid Rocket Booster components and the removal of coatings on weld lines for Shuttle and general ground service equipment for non destructive evaluation (NDE). In addition, several general industry applications such as corrosion removal, structural coating removal, weld-line preparation and surface cleaning were evaluated. This included removal of coatings and corrosion from surfaces containing lead-based coatings and applications similar to launch-structure maintenance and Crawler maintenance. During the project lifecycle, an attempt was made to answer process specific concerns and questions as they arose. Some of these initially unexpected questions concerned the effects lasers might have on substrates used on flight equipment including strength, surface re-melting, substrate temperature and corrosion resistance effects. Additionally a concern was PPE required for operating such a system including eye, breathing and hearing protection. Most of these questions although not initially planned, were fully explored as a part of this project. Generally the results from tesng were very positive. Corrosion was effectively removed from steel, but less successfully from aluminum alloys. Coatings were able to be removed, with varying results, generally dark, matte and thin coatings were easier to remove. Steel and aluminum panels were able to be cleaned for welding, with no known deleterious effects and weld-lines were able to have coatings removed in critical areas for NDE while saving time as compared to other methods.

Rothgeb, Matthew J.↗
NASA NTRS2008

Ares V and RS-68B

Ares V is the heavy lift vehicle NASA is designing for lunar and other space missions. It has significantly more lift capability than the Saturn V vehicle used for the Apollo missions to the moon. Ares V is powered by two recoverable 5.5 segment solid rocket boosters and six RS-68B engines on the core stage. The upper stage, designated as the Earth Departure Stage, is powered by a single J-2X engine. This paper provides an overview of the Ares V vehicle and the RS-68B engine, an upgrade to the Pratt & Whitney Rocketdyne RS-68 engine developed for the Delta IV vehicle.

Creech, Steve↗
NASA NTRS2014

NASA's Space Launch System: Momentum Builds Toward First Launch

NASA's Space Launch System (SLS) is gaining momentum toward the first launch of a new exploration-class heavy lift launch vehicle for international exploration and science initiatives. The SLS comprises an architecture that begins with a vehicle capable of launching 70 metric tons (t) into low Earth orbit. It will launch the Orion Multi-Purpose Crew Vehicle (MPCV) on its first autonomous flight beyond the Moon and back in December 2017. Its first crewed flight follows in 2021. SLS can evolve to a130-t lift capability and serve as a baseline for numerous robotic and human missions ranging from a Mars sample return to delivering the first astronauts to explore another planet. The SLS Program formally transitioned from the formulation phase to implementation with the successful completion of the rigorous Key Decision Point C review in 2014. As a result, the Agency authorized the Program to move forward to Critical Design Review, scheduled for 2015. In the NASA project life cycle process, SLS has completed 50 percent of its major milestones toward first flight. Every SLS element manufactured development hardware for testing over the past year. Accomplishments during 2013/2014 included manufacture of core stage test articles, preparations for qualification testing the solid rocket boosters and the RS-25 main engines, and shipment of the first flight hardware in preparation for the Exploration Flight Test-1 (EFT-1) in 2014. SLS was conceived with the goals of safety, affordability, and sustainability, while also providing unprecedented capability for human exploration and scientific discovery beyond Earth orbit. In an environment of economic challenges, the SLS team continues to meet ambitious budget and schedule targets through the studied use of hardware, infrastructure, and workforce investments the United States made in the last half century, while selectively using new technologies for design, manufacturing, and testing, as well as streamlined management approaches that have increased decision velocity and reduced associated costs. This paper will summarize recent SLS Program accomplishments, as well as the challenges and opportunities ahead for the most powerful and capable launch vehicle in history.

May, Todd A.↗
NASA NTRSDate not supplied

NASA’s Space Launch System: High C3 Launch Capability for Science Missions

As NASA’s initial Space Launch System (SLS) Block 1 vehicle enters integration and stacking operations at Kennedy Space Center (KSC) this year in preparation for a 2021 launch, work is in progress on future more powerful variants of the vehicle. Available in the mid 2020s and 2030s, Block 1B and Block 2 will feature increased performance and unparalleled volume for payloads, providing an enabling launch option for science mission planners. The baseline SLS architecture consists of two five-segment solid rocket boosters and four RS-25 LH2/LOX engines. The evolved Block 1B and Block 2 vehicles use a four-engine LH2/LOX upper stage and can be outfitted with an 8.4 m-diameter pay-load fairing. Additional upper stages can be packaged in the 8.4 m fairing to enable high C3 (in the range of 300 km2/sec2) missions to Mercury, the Jovian system, the ice giants, the Kuiper Belt and beyond.

Stephen D Creech↗
NASA NTRS1988

STS-26 Preflight Press Briefing: Shuttle Systems Changes (2)

This NASA KSC video release presents part of a press conference held prior to Discovery flight STS-26, the first shuttle mission flown following the 51-L Challenger accident. The video includes presentations by Gerald Smith (Solid Rocket Booster (SRB) Project Manager) and Joe Lombardo (Space Shuttle Main Engine (SSME) Project Manager) discussing the major changes that were made to the SRB and SSME between 51-L and STS-26. Mr. Smith's talk centered on the changes and redesigns made to the solid rocket motor field joint, the case to nozzle joint, the SRB aft skirt, and the ET aft attach ring. Mr. Lombardo discusses test data evaluation, SSME inspections and the SSME heat exchanger in particular.

Source record↗
NASA NTRS2009

Ares V: Game Changer for National Security Launch

NASA is designing the Ares V cargo launch vehicle to vastly expand exploration of the Moon begun in the Apollo program and enable the exploration of Mars and beyond. As the largest launcher in history, Ares V also represents a national asset offering unprecedented opportunities for new science, national security, and commercial missions of unmatched size and scope. The Ares V is the heavy-lift component of NASA's dual-launch architecture that will replace the current space shuttle fleet, complete the International Space Station, and establish a permanent human presence on the Moon as a stepping-stone to destinations beyond. During extensive independent and internal architecture and vehicle trade studies as part of the Exploration Systems Architecture Study (ESAS), NASA selected the Ares I crew launch vehicle and the Ares V to support future exploration. The smaller Ares I will launch the Orion crew exploration vehicle with four to six astronauts into orbit. The Ares V is designed to carry the Altair lunar lander into orbit, rendezvous with Orion, and send the mated spacecraft toward lunar orbit. The Ares V will be the largest and most powerful launch vehicle in history, providing unprecedented payload mass and volume to establish a permanent lunar outpost and explore significantly more of the lunar surface than was done during the Apollo missions. The Ares V consists of a Core Stage, two Reusable Solid Rocket Boosters (RSRBs), Earth Departure Stage (EDS), and a payload shroud. For lunar missions, the shroud would cover the Lunar Surface Access Module (LSAM). The Ares V Core Stage is 33 feet in diameter and 212 feet in length, making it the largest rocket stage ever built. It is the same diameter as the Saturn V first stage, the S-IC. However, its length is about the same as the combined length of the Saturn V first and second stages. The Core Stage uses a cluster of five Pratt & Whitney Rocketdyne RS-68B rocket engines, each supplying about 700,000 pounds of thrust. Its propellants are liquid hydrogen and liquid oxygen. The two solid rocket boosters provide about 3.5 million pounds of thrust at liftoff. These 5.5-segment boosters are derived from the 4-segment boosters now used on the Space Shuttle, and are similar to those used in the Ares I first stage. The EDS is powered by one J-2X engine. The J-2X, which has roughly 294,000 pounds of thrust, also powers the Ares I Upper Stage. It is derived from the J-2 that powered the Saturn V second and third stages. The EDS performs two functions. Its initial suborbital burns will place the lunar lander into a stable Earth orbit. After the Orion crew vehicle, launched separately on an Ares I, docks with the lander/EDS stack, EDS will ignite a second time to put the combined 65-metric ton vehicle into a lunar transfer orbit. When it stands on the launch pad at Kennedy Space Center late in the next decade, the Ares V stack will be approximately 381 feet tall and have a gross liftoff mass of 8.1 million pounds. The current point-of-departure design exceeds Saturn V s mass capability by approximately 40 percent. Using the current payload shroud design, Ares V can carry 315,000 pounds to 29-degree low Earth orbit (LEO) or 77,000 pounds to a geosynchronous orbit. Another unique aspect of the Ares V is the 33-foot-diameter payload shroud, which encloses approximately 30,400 cubic feet of usable volume. A larger hypothetical shroud for encapsulating larger payloads has been studied. While Ares V makes possible larger payload masses and volumes, it may alternately make possible more cost-effective mission design if the relevant payload communities are willing to consider an alternative to the existing approach that has driven them to employ complexity to solve current launch vehicle mass and volume constraints. By using Ares V s mass and volume capabilities as margin, payload designers stand to reduce development risk and cost. Significant progress has been made on the Ares V to support a plaed fiscal 2011 authority-to-proceed (ATP) milestone. The Ares V team is actively reaching out to external organizations during this early concept phase to ensure that the Ares V vehicle can be leveraged for national security, science, and commercial development needs. This presentation will discuss Ares V vehicle configuration, the path to the current concept, accomplishments to date, and potential payload utilization opportunities.

Sumrall, Phil↗