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At least 343 records · Page 19
All sourcesNASA NTRSDOE OSTI
NASA NTRS2010

Determination of the Rate Coefficients of the SO2 plus O plus M yields SO3 plus M Reaction

Rate coefficients of the title reaction R(sub 31) (SO2 +O+M yields SO3 +M) and R(sub 56) (SO2 + HO2 yields SO3 +OH), important in the conversion of S(IV) to S(VI),were obtained at T =970-1150 K and rho (sub ave) = 16.2 micro mol/cubic cm behind reflected shock waves by a perturbation method. Shock-heated H2/ O2/Ar mixtures were perturbed by adding small amounts of SO2 (1%, 2%, and 3%) and the OH temporal profiles were then measured using laser absorption spectroscopy. Reaction rate coefficients were elucidated by matching the characteristic reaction times acquired from the individual experimental absorption profiles via simultaneous optimization of k(sub 31) and k(sub 56) values in the reaction modeling (for satisfactory matches to the observed characteristic times, it was necessary to take into account R(sub 56)). In the experimental conditions of this study, R(sub 31) is in the low-pressure limit. The rate coefficient expressions fitted using the combined data of this study and the previous experimental results are k(sub 31,0)/[Ar] = 2.9 10(exp 35) T(exp ?6.0) exp(?4780 K/T ) + 6.1 10(exp 24) T(exp ?3.0) exp(?1980 K/T ) cm(sup 6) mol(exp ?2)/ s at T = 300-2500 K; k(sub 56) = 1.36 10(exp 11) exp(?3420 K/T ) cm(exp 3)/mol/s at T = 970-1150 K. Computer simulations of typical aircraft engine environments, using the reaction mechanism with the above k(sub 31,0) and k(sub 56) expressions, gave the maximum S(IV) to S(VI) conversion yield of ca. 3.5% and 2.5% for the constant density and constant pressure flow condition, respectively. Moreover, maximum conversions occur at rather higher temperatures (?1200 K) than that where the maximum k(sub 31,0) value is located (approximately 800 K). This is because the conversion yield is dependent upon not only the k(sup 31,0) and k(sup 56) values (production flux) but also the availability of H, O, and HO2 in the system (consumption flux).

Hwang, S. M.↗
NASA NTRS2016

Evaluation of the Effect of Surface Finish on High-Cycle Fatigue for SLM-IN718

A high-cycle fatigue (HCF) knockdown factor was estimated for Inconel 718, manufactured with the selective laser melt (SLM) process. This factor is the reduction at a common fatigue life from the maximum stress in fatigue for low-stress ground (LSG) specimens to the maximum stress of those left with the original surface condition. Various vendors provided specimens. To reduce the number of degrees-of-freedom, only one heat treat condition was evaluated. Testing temperatures included room temperature, 800F, 1000F, and 1200F. The two surface conditions were compared at constant lives, where data was available. The recommended knockdown factor of the as-built surface condition (average roughness of approximately 245 micro-inches/inch) versus low-stress ground condition (roughness <= 4 micro-inches/inch) is approximately 1/3 or 33%. This is to say that for the as-built surface condition, a maximum stress of 2/3 of the stress for LSG can be expected to produce the same life in the as built surface condition. As an alternative method, the surface finish was incorporated into a new parameter with the maximum stress. The new parameter was formulated to be similar to the fracture mechanics stress intensity factor, and it was named the pseudo stress intensity factor, Kp. Using Kp, the variance seemed acceptable across all sources, and the knockdown factor was estimated over the range of data identified by Kp where data occurred. A plot of the results suggests that the knockdown factor is a function of temperature, and that for low lives the knockdown is greater than the knockdown observed above about one million cycles, where it stabilizes. One data point at room temperature was clearly different, and the sparsity of data in the higher life region reduces the value of these results. The method does appear to provide useful results, and further characterization of the method is suggested.

Lambert, Dennis M.↗
NASA NTRS2004

Petrographic Evidence for Rapid Heating and Cooling During Chrondrule Formation

The chondrule cooling rates used in most chondrule-formation models appear to be too low. Recent petrographic evidence indicates that the amount of crystal (especially olivine) growth that occurred after the last melting event was about 30 smaller than the grain sizes simulated in order to estimate cooling rates. The smaller amount of growth leads to an upwards revision of cooling rates by about a factor of 1000. Most chondrules are porphyritic. They consist of large and small crystals of olivine and, less commonly, pyroxene immersed in a mesostasis having a plagioclase-rich composition. In the most primitive chondrites the mesostasis is often vitreous. Because the large majority of chondrules contain FeS, it is clear that the nebula had cooled below the FeS condensation temperature (ca. 650 K) before chondrule formation occurred. The high FeO/(FeO+MgO) ratios of some chondrules require still lower nebular temperatures (less than 500 K). The traditional view has been that porphyritic chondrules formed in a single heating/cooling event and many laboratory experiments have been carried out in various kinds of kinds of furnaces to try to simulate the formation of chondrules textures in a single heating/cooling cycle. These furnace experiments have been used to infer the cooling rates of chondrules during the temperature range at which olivine crystallized from the melt. Most of these inferred values are in the range 0.01-1 K per second. These low cooling rates are problematical because there is no long-term nebular environment that yields such values. In transparent regions chondrules would cool at rates orders of magnitude higher, whereas in an opaque nebular disk the cooling rates would be many orders of magnitude lower. And these latter conditions are not suitable locations for chondrule formation because such high temperatures would cause the complete evaporation of chondrules (which have melting temperatures about 600 K higher than their evaporation temperatures). During the last several years several kinds of petrographic evidence indicating rapid chondrule cooling have been recognized. These include thin overgrowths on relict grains, clusters of small crystals that grew following the most recent melting event, and fragments preserving shardlike shapes that would have been hidden had several tens of micrometers of new growth occurred following the last melting event. And there are other indications of rapid cooling including the preservation of volatiles such as FeS and one case where the modeling of O-isotopic and FeO/(FeO+MgO) gradients indicated a high cooling rate.

Wasson, J. T.↗
NASA NTRS1997

Extraterrestrial Helium (He@C60) Trapped in Fullerenes in the Sudbury Impact Structure

Fullerenes (C60 and C70) have recently been identified in a shock-produced breccia (Onaping Formation) associated with the 1.85-Ga Sudbury Impact Crater. The presence of parts-per-million levels of fullerenes in this impact structure raises interesting questions about the processes that led to the formation of fullerenes and the potential for delivery of intact organic material to the Earth by a large bolide (e.g., asteroid or comet). Two possible scenarios for the presence of fullerenes in the Sudbury impact deposits are that (1) fullerenes are synthesized within the impact plume from the C contained in the bolide; or (2) fullerenes are already present in the bolide and survived the impact event. The correlation of C and trapped noble gas atoms in meteorites is well established. Primitive meteorites contain several trapped noble gas components that have anomalous isotopic compositions, some of which may have a presolar origin. Several C-bearing phases, including SiC, graphite, and diamond, have been recognized as carriers of trapped noble gases. It has also been suggested that fullerenes (C60 and C70) might be a carrier of noble gas components in carbonaceous chondrites. Recently, fullerenes have been detected in separate samples in the Allende meteorite. Carbon-60 is large enough to enclose the noble gases He, Ne, Ar, Kr, and Xe, but it is too small to contain diatomic gases such as N2 or triatomic gases such as CO2. Recent experimental work has demonstrated that noble gases of a specific isotopic composition can be introduced into synthetic fullerenes at high temperatures and pressures; these encapsulated gases can then be released by the breaking of one or more C bonds during step-heating under vacuum. These thermal-release patterns for He encapsulated within the C60 molecule (He@C60) are similar to the patterns for acid residues of carbonaceous chondrites, suggesting that fullerenes could be an additional carrier of trapped noble gases in acid residues of meteorites. Analysis and Results: In order to characterize the noble gas compositions of the Sudbury fullerenes, we undertook a systematic study of acid-resistant residues throughout the C-rich layer (Black member) of the Onaping Formation. Samples were demineralized and extracted using standard techniques. The Onaping extracts were analyzed using several techniques, including UV-Vis adsorption, electro spray mass spectrometry, and laser desorption (linear and reflectron) time-of-flight (TOF) mass spectrometry (LDMS). The Sudbury fullerenes were then separated and purified using HPLC coupled with a photo diode array detector. The HPLC extracts containing the purified fullerenes were loaded into a metal tube furnace within a glove box under a N atmosphere in preparation for noble gas analyses. The 3-He and 4-He content of the fullerene extracts was measured using previously reported standard techniques . Discussion: Fullerenes (C60 and C70) in the Sudbury Impact Structure have been found to contain trapped He with a 3-He/4-He ratio greater than 5 x 10(exp -4). The 3-He/4-He ratio exceeds the accepted solar value by more than 30% and is more than 10x higher than the maximum reported mantle value. Terrestrial nuclear reactions or cosmic-my bombardment are not sufficient to generate such a high ratio. The 3-He/4-He ratios in the Sudbury fullerenes are similar to those determined for interplanetary dust particles. The greater-than-solar ratios of 3-He/4-He in the Sudbury fullerenes may indicate a presolar origin, although alternative mechanisms occurring in the ISM to explain these high ratios (e.g., spallation reactions, selective He implantation, etc.) cannot be entirely ruled out. We are currently attempting to isolate enough fullerene material to measure anomalous Ne (or Kr or Xe) contained within the C60 (e.g., the "pure" 22-Ne component) and thus determine whether the Sudbury fullerenes are indeed presolar in origin.

Becker, L.↗
NASA NTRS2014

Development of Aluminum-Lithium 2195 Gores by the Stretch Forming Process

Aluminum-Lithium alloy 2195 exhibits higher mechanical properties and lower density than aluminum alloy 2219, which is the current baseline material for Space Launch System (SLS) cryogenic tank components. Replacement of Al 2219 with Al-Li 2195 would result in substantial weight savings, as was the case when this replacement was made on the shuttle external tank. A key component of cryogenic tanks are the gores, which are welded together to make the rounded ends of the tanks. The required thicknesses of these gores depend on the specific SLS configuration and may exceed the current experience base in the manufacture of such gores by the stretch forming process. Here we describe the steps taken to enhance the formability of Al-Li 2195 by optimizing the heat treatment and stretch forming processes for gore thicknesses up to 0.75", which envelopes the maximum expected gore thicknesses for SLS tanks. An annealing treatment, developed at Marshall Space Flight Center, increased the forming range and strain hardening exponent of Al-Li 2195 plates. Using this annealing treatment, one 0.525" thick and two 0.75" thick gores were manufactured by the stretch forming process. The annealing treatment enabled the stretch forming of the largest ever cross sectional area (thickness x width) of an Al-Li 2195 plate achieved by the manufacturer. Mechanical testing of the gores showed greater than expected ultimate tensile strength, yield strength, modulus, and elongation values. The gores also exhibited acceptable fracture toughness at room and LN2 temperatures. All of the measured data indicate that the stretch formed gores have sufficient material properties to be used in flight domes.

Volz, M. P.↗
NASA NTRS2014

Development of Aluminum-Lithium 2195 Gores by the Stretch Forming Process

Aluminum-Lithium alloy 2195 exhibits higher mechanical properties and lower density than aluminum alloy 2219, which is the current baseline material for Space Launch System (SLS) cryogenic tank components. Replacement of Al 2219 with Al-Li 2195 would result in substantial weight savings, as was the case when this replacement was made on the shuttle external tank. A key component of cryogenic tanks are the gores, which are welded together to make the rounded ends of the tanks. The required thicknesses of these gores depend on the specific SLS configuration and may exceed the current experience base in the manufacture of such gores by the stretch forming process. Here we describe the steps taken to enhance the formability of Al-Li 2195 by optimizing the heat treatment and stretch forming processes for gore thicknesses up to 0.75", which envelopes the maximum expected gore thicknesses for SLS tanks. An annealing treatment, developed at Marshall Space Flight Center, increased the forming range and strain hardening exponent of Al-Li 2195 plates. Using this annealing treatment, one 0.525" thick and two 0.75" thick gores were manufactured by the stretch forming process. The annealing treatment enabled the stretch forming of the largest ever cross sectional area (thickness x width) of an Al-Li 2195 plate achieved by the manufacturer. Mechanical testing of the gores showed greater than expected ultimate tensile strength, yield strength, modulus, and elongation values. The gores also exhibited acceptable fracture toughness at room and LN2 temperatures. All of the measured data indicate that the stretch formed gores have sufficient material properties to be used in flight domes.

Volz, M. P.↗
NASA NTRS2008

Residual Strahls in Solar Wind Electron Dropouts: Signatures of Magnetic Connection to the Sun, Disconnection, or Interchange Reconnection?

A recent assessment of suprathermal electron heat flux dropouts (HFDs) in the solar wind eliminated 90% as possible signatures of field lines disconnected from the Sun at both ends (Pagel et al., 2005b). The primary reason for elimination was the presence of a residual field-aligned strahl presumably signaling field lines connected to the Sun. Using high-time-resolution data from the Wind spacecraft, this paper tests whether the residual strahls were an artifact of averaging over pitch angle distributions (PADs) with and without strahls. An automated search for PADs without strahls (flat PADs) yields an occurrence rate of only 14% within HFDs, but a detailed case study shows that these flat PADs are imbedded within intervals of nearly flat PADs, that is, PADS with residual strahls that cannot be artifacts of averaging. An attractive alternative is that the residual strahls result from intermixing of originally back-scattered fluxes (haloes) of unequal intensities on field lines that have either disconnected or interchange reconnected at the Sun. A reevaluation of reported streaming of higher-energy electrons in HFDs suggests a similar cause. While the high-time-resolution data show high variability of PAD profiles within HFDs, this paper reopens the possibility that a substantial fraction signal disconnection or interchange reconnection. Estimated occurrence rates of fields having undergone these processes based upon published HFD rates are of the same order of magnitude as the surprisingly low values of 1-5% recently predicted by a model of a balanced heliospheric flux budget (Owens and Crooker, 2007).

Crooker, N. U.↗
NASA NTRS1993

Crystal growth of compound semiconductors in a low-gravity environment (InGaAs crystals) (M-22)

Compound semiconductor crystals, such as gallium arsenide and indium phosphide crystals, have many interesting properties that silicon crystals lack, and they are expected to be used as materials for optic and/or electro-optic integrated devices. Generally speaking, alloy semiconductors, which consist of more than three elements, demonstrate new functions. For example, values of important parameters, such as lattice constant and emission wavelength, can be chosen independently. However, as it is easy for macroscopic and/or microscopic fluctuations of composition to occur in alloy semiconductor crystals, it is difficult to obtain crystals having homogeneous properties. Macroscopic change of composition in a crystal is caused by the segregation phenomenon. This phenomenon is due to a continuous change in the concentration of constituent elements at the solid-liquid interfacing during solidification. On Earth, attempts were made to obtain a crystal with homogeneous composition by maintaining a constant melt composition near the solid-liquid interface, through suppression of the convection flow of the melt by applying a magnetic field. However, the attempt was not completely successful. Convective flow does not occur in microgravity because the gravity in space is from four to six orders of magnitude less than that on Earth. In such a case, mass transfer in the melt is dominated by the diffusion phenomenon. So, if crystal growth is carried out at a rate that is higher than the rate of mass transfer due to this phenomenon, it is expected that crystals having a homogeneous composition will be obtained. In addition, it is also possible that microscopic composition fluctuations (striation) may disappear because microscopic fluctuations diminish in the absence of convection. We are going to grow a bulk-indium gallium arsenide (InGaAs) crystal using the gradient heating furnace (GHF) in the first material processing test (FMPT). The structure of the sample is shown where InGaAs polycrystals in a crucible are doubly sealed in two quartz tubes for safety. The GHF consists of two zones, namely, high temperature and low temperature zones, which results in a large temperature gradient at the interface. Crystal growth is performed by moving the furnace (i.e. the temperature profile) from the left to right at a definite rate. Thus, we will grow crystals both on Earth and in space under the same conditions. As previously described, it is possible to obtain good quality crystals which are homogeneous in composition both macroscopically and microscopically due to the lack of convection in space. We are planning to study the effects of convection on crystal growth from a melt by comparing and characterizing the properties of crystals grown on Earth with those grown in space.

Tatsumi, Masami↗
NASA NTRS1951

Comparison of High-Speed Operating Characteristics of Size 215 Cylindrical-Roller Bearings as Determined in Turbojet Engine and in Laboratory Test Rig

A comparison of the operating characteristics of 75-millimeter-bore (size 215) cylindrical-roller one-piece inner-race-riding cage-type bearings was made using a laboratory test rig and a turbojet engine. Cooling correlation parameters were determined by means of dimensional analysis, and the generalized results for both the inner- and outer-race bearing operating temperatures are compared for the laboratory test rig and the turbojet engine. Inner- and outer-race cooling-correlation curves were obtained for the turbojet-engine turbine-roller bearing with the same inner- and outer-race correlation parameters and exponents as those determined for the laboratory test-rig bearing. The inner- and outer-race turbine roller-bearing temperatures may be predicted from a single curve, regardless of variations in speed, load, oil flow, oil inlet temperature, oil inlet viscosity, oil-jet diameter or any combination of these parameters. The turbojet-engine turbine-roller-bearing inner-race temperatures were 30 to 60 F greater than the outer-race-maximum temperatures, the exact values depending on the operating condition and oil viscosity; these results are in contrast to the laboratory test-rig results where the inner-race temperatures were less than the outer-race-maximum temperatures. The turbojet-engine turbine-roller bearing, maximum outer-race circumferential temperature variation was approximately 30 F for each of the oils used. The effect of oil viscosity on inner- and outer-race turbojet-engine turbine-roller-bearing temperatures was found to be significant. With the lower viscosity oil (6x10(exp -7) reyns (4.9 centistokes) at 100 F; viscosity index, 83), the inner-race temperature was approximately 30 to 35 F less than with the higher viscosity oil (53x10(exp -7) reyns (42.8 centistokes) at 100 F; viscosity index, 150); whereas the outer-race-maximum temperatures were 12 to 28 F lower with the lower viscosity oil over the DN range investigated.

BEARINGS, ANTI-FRICTION↗
NASA NTRS1990

An infrared jet in Centaurus A (NGC 5128): Evidence for interaction between the active nucleus and the interstellar medium

In the present study, higher resolution near infrared images of the visually-obscured central region of Centaurus A were obtained in order to investigate the effects of the active nucleus on the surrounding galaxy. Researchers present J(1.25 microns), H(1.65 microns), and K(2.2 microns) images of the central 40 seconds of the galaxy, taken with the Univ. of Texas InSb array camera on the Anglo Australian 3.9 meter telescope. These images reveal a jet extending approx. 10 arcseconds to the northeast of the nucleus at the same position angle as the x ray and radio jets. The infrared jet is most prominent at the shortest wavelength (1.25 microns), where its brightness surpasses that of the nucleus. The blue appearance of the infrared jet is remarkable considering the heavy obscuration that is evident at visual wavelengths. The amount of reddening in the vicinity of the jet is determined from the measured colors of the stellar core of the galaxy, and this value is used to generate an extinction-corrected energy distribution. In contrast to previously studied optical and infrared jets in active nuclei, the short-wavelength prominence of the Cen A jet indicates that it cannot be attributed to synchrotron emission from a beam of relativistic electrons. The remaining viable mechanisms involve an interaction between the interstellar medium and the active nucleus: the infrared radiation from the jet may be due to emission from interstellar gas that has been entrained and heated by the flow of relativistic particles from the nucleus; alternatively, luminous blue stars may have been created by compression of interstellar material by the relativistic plasma. To investigate these proposed mechanisms, near-infrared spectroscopic studies of Cen A are in progress to look for collisionally excited molecular hydrogen emission lines and recombination lines from ionized gas.

Joy, Marshall↗
NASA NTRS2010

Cryogenic Transport of High-Pressure-System Recharge Gas

A method of relatively safe, compact, efficient recharging of a high-pressure room-temperature gas supply has been proposed. In this method, the gas would be liquefied at the source for transport as a cryogenic fluid at or slightly above atmospheric pressure. Upon reaching the destination, a simple heating/expansion process would be used to (1) convert the transported cryogenic fluid to the room-temperature, high-pressure gaseous form in which it is intended to be utilized and (2) transfer the resulting gas to the storage tank of the system to be recharged. In conventional practice for recharging high-pressure-gas systems, gases are transported at room temperature in high-pressure tanks. For recharging a given system to a specified pressure, a transport tank must contain the recharge gas at a much higher pressure. At the destination, the transport tank is connected to the system storage tank to be recharged, and the pressures in the transport tank and the system storage tank are allowed to equalize. One major disadvantage of the conventional approach is that the high transport pressure poses a hazard. Another disadvantage is the waste of a significant amount of recharge gas. Because the transport tank is disconnected from the system storage tank when it is at the specified system recharge pressure, the transport tank still contains a significant amount of recharge gas (typically on the order of half of the amount transported) that cannot be used. In the proposed method, the cryogenic fluid would be transported in a suitably thermally insulated tank that would be capable of withstanding the recharge pressure of the destination tank. The tank would be equipped with quick-disconnect fluid-transfer fittings and with a low-power electric heater (which would not be used during transport). In preparation for transport, a relief valve would be attached via one of the quick-disconnect fittings (see figure). During transport, the interior of the tank would be kept at a near-ambient pressure far below the recharge pressure. As leakage of heat into the tank caused vaporization of the cryogenic fluid, the resulting gas would be vented through the relief valve, which would be set to maintain the pressure in the tank at the transport value. Inasmuch as the density of a cryogenic fluid at atmospheric pressure greatly exceeds that of the corresponding gas in a practical high-pressure tank at room temperature, a tank for transporting a given mass of gas according to the proposed method could be smaller (and, hence, less massive) than is a tank needed for transporting the same mass of gas according to the conventional method.

Ungar, Eugene K,↗
NASA NTRS2003

RSRM and ETM03 Internal Flow Simulations and Comparisons

ETM03 (Engineering Test Motor-03) is an extended length RSRM (Reusable Solid Rocket Motor) designed to increase motor performance and create more severe internal environments compared with the standard four-segment RSRM motor configuration. This is achieved primarily through three unique design features. First is the incorporation of an additional RSRM center segment, second is a slight increase in throat diameter, and third is the use of an Extended Aft Exit Cone (EAEC). As a result of these design features, parameters such as web time, action time, head end pressure, web time average pressure, maximum thrust, mass flow rate, centerline Mach number, pressure and thrust integrals have all increased compared with nominal RSRM values. In some cases these increases are substantial. The primary objective of the ETM03 test program is to provide a platform for RSRM component margin testing. Test results will not only provide direct data concerning component performance under more adverse conditions, but serve as a second design data point for developing, validating and enhancing component analytical modeling techniques. To help component designers assess how the changes in motor environment will affect performance, internal flow simulations for both the nominal RSRM and ETM03 motor designs were completed to obtain comparisons of aero-thermal boundary conditions and system loads. Full geometries for both motors were characterized with two-dimensional axi-symmetric models at burn times of 1, 20, 54, 67 and 80-seconds. A sixth set considered burn times of 110 and 117-seconds for RSRM and ETM03, respectively. The simulations were performed using the computational fluid dynamics (CFD) commercial code FLUENT (trademark). Of particular interest were any differences between the two motor environments that could lead to a significant increase in system loads, or in internal insulation and/or nozzle component charring and erosion in ETM03 compared with RSRM. Based on these comparative analyses conducted in this study, the objective of ETM03 will be achieved by providing a more adverse operating environment for motor components than the nominal RSRM environment. For example: Higher chamber pressure drop in ETM03 than in RSRM; higher centerline Mach numbers approaching the nozzle in ETM03 than in RSRM; higher heat transfer rates for the internal insulation and nozzle components in ETM03 than in RSRM; and higher levels of droplet impingement and slag accumulation in ETM03 than in the RSRM.

Ahmad, R. A.↗
NASA NTRS2012

Development and Testing of a Green-Propellant Micro-Hybrid Thruster with Electrostatic Ignition

As early as 1937 German scientists at Peenemunde experimented with highly unstable fuel blends of nitrous oxide (N2O) and ethanol. These early tests mostly resulted in explosions and destroyed rocket engines. More recently several companies have developed experimental nitrous oxide fuel blends (NOFB) with Isp exceeding 300 sec. Although NOFBx has recently been cleared for tests on the International Space Station, this propellant remains highly experimental and has not been cleared for commercial transport by the US DOT. Recent work by Karabeyoglu et al. has raised concerns about the safety risks of mixing hydrocarbons with N2O. Liquid oxidizer/fuel blends are highly explosive and require extreme care in transport and servicing. By adding small amounts of a liquid organic fuel such as alcohol or a hydrocarbon, the odds of an explosive decomposition event are significantly increased.iv The proposed solution mitigates the explosion hazards of NOFB by separating the oxidizer from the hydrocarbon fuel formed as of a small cylindrical section of ABS thermoplastic. As N2O vapor flows across the grain segment, current enters a 1000 VDC high-tension lead in the ABS fuel grain and produces an inductive spark that vaporizes a small amount of the material. The ablated fuel vapor plus residual energy from the spark seed a localized exothermic N2O dissociation that produces sufficient heat to initiate combustion. The process is also effective when gaseous oxygen is used. A low TRL (2-3) prototype demonstrating the feasibility of controlled hydrocarbon-seeding was recently tested at Utah State University.v The unit features a miniature 2.5 cm ABS fuel grain fabricated using a Stratasys Dimension 3-D printer. The 9-N thruster was pulse-fired up to 27 consecutive times on a single ABS grain segment. Ignition was achieved by as little as 12-15 Joules energy input. This value is contrasted with the typical 30-minute pre-heat requirement for the ECAPS LMP-103S ADN-based monopropellant, requiring an energy input of 14,850 Joules for catalytic dissociation. The hydrocarbon-seeded micro-hybrid was also adapted as a non-pyrotechnic ignitor for a 900 N (200-lbf) thrust hybrid motor. The motor was successfully ignited 4 consecutive times with no hardware swaps or propellant additions. The amount of ABS seed material that can be fit into the injector cap is the only limit to the number of available repeat firings. This series of tests marks the first time a hybrid motor was ever ignited by other than a solid-propellant pyrotechnic charge or bi-propellant flame ignitor. Nitrous oxide hybrid motors are typically difficult to ignite and usually require multiple solid-propellant charges to initiate combustion, so this nonpyrotechnic ignition is a significant accomplishment. The controlled hydrocarbon-seeding approach is fundamentally different from all other green propellant solutions offered by the aerospace industry. Although the proposed system is more correctly a hybrid technology; the system retains all the simple features of a monopropellant design. To date no optimization study has been performed to identify the best grain geometry for electrostatic ignition. Fortunately, because the grain segments are fabricated using rapid-prototyping technology, changing the grain geometry is as simple as modifying the 3-D printer CAD-file. Vacuum Isp exceeding 270 seconds has been demonstrated (Ref v), a value significantly higher than those offered by competing green monopropellant options. The propellants of choice, N2O/GOX and ABS are 100% non-toxic, non-explosive, and environmentally benign. Because the inert oxidizer and fuel components are mixed only within the combustion chamber, the system retains the inherent safety of a hybrid rocket and can be piggy-backed as a secondary payload with no overall mission risk increase to the primary payload, an excellent characteristic for secondary launch systems.

Whitmore, Stephen A.↗
NASA NTRS2022

Interaction of a Tunnel-like Acoustic Disturbance Field with a Blunt Cone Boundary Layer at Mach 8

The existing measurements of laminar-to-turbulent transition over circular cones in conventional (i.e., “noisy”) hypersonic wind tunnels have established that the transition location moves downstream when the nose radius is increased from zero. However, this initially downstream movement slows down and ultimately reverses beyond a critical value of the nose radius, and may be related to external forcing in the form of freestream disturbances and/or surface roughness. To understand the effects of freestream acoustic disturbances on transition reversal over a blunt body, hypersonic boundary-layer receptivity to broadband freestream acoustic disturbances from the nozzle wall of a digital conventional wind tunnel is investigated by both direct numerical simulations (DNS) and modal and nonmodal stability analysis. A Mach 8 flow over a 7 deg half-angle cone with a nose radius of 𝑅 𝑛 = 5.2mm and freestream Reynolds number of 12.2 × 10 6 m -1 is considered. The results show that the broadband tunnel noise in the free stream of a convectional hypersonic wind tunnel (i.e., outside of the nozzle-wall turbulent boundary layer) can be well represented by an acoustic model with an ansatz of slow acoustic waves. With successful calibration of the model parameters against the precursor tunnel DNS, such an acoustic ansatz can successfully reproduce both the frequency-wavenumber spectra and the temporal evolution of the broadband tunnel noise radiated from the nozzle wall. Additionally, the DNS of the Mach 8 blunt cone with tunnel-like acoustic input above the bow shock showed that the spectra of wall-pressure and heat-transfer fluctuations recovers the signature of the axisymmetric waves predicted by the nonmodal analysis. Furthermore, the azimuthal wavenumber and frequency spectrum of the temperature fluctuations as a function of the wall-normal distance show higher amplitudes for three-dimensional waves above the boundary-layer edge. The numerical schlieren contours show the inclined structures commonly observed in blunt cone experiments, demonstrating that they correspond to three-dimensional structures due to freestream disturbances in the presence of an entropy layer.

Boundary-layer transition↗
NASA NTRS2022

Interaction of a Tunnel-like Acoustic Disturbance Field with a Blunt Cone Boundary Layer at Mach 8

The existing measurements of laminar-to-turbulent transition over circular cones in conventional (i.e., “noisy”) hypersonic wind tunnels have established that the transition location moves downstream when the nose radius is increased from zero. However, this initially downstream movement slows down and ultimately reverses beyond a critical value of the nose radius, and may be related to external forcing in the form of freestream disturbances and/or surface roughness. To understand the effects of freestream acoustic disturbances on transition reversal over a blunt body, hypersonic boundary-layer receptivity to broadband freestream acoustic disturbances from the nozzle wall of a digital conventional wind tunnel is investigated by both direct numerical simulations (DNS) and modal and nonmodal stability analysis. A Mach 8 flow over a 7 deg half-angle cone with a nose radius of 𝑅 𝑛 = 5.2mm and freestream Reynolds number of 12.2 × 10 6 m -1 is considered. The results show that the broadband tunnel noise in the free stream of a convectional hypersonic wind tunnel (i.e., outside of the nozzle-wall turbulent boundary layer) can be well represented by an acoustic model with an ansatz of slow acoustic waves. With successful calibration of the model parameters against the precursor tunnel DNS, such an acoustic ansatz can successfully reproduce both the frequency-wavenumber spectra and the temporal evolution of the broadband tunnel noise radiated from the nozzle wall. Additionally, the DNS of the Mach 8 blunt cone with tunnel-like acoustic input above the bow shock showed that the spectra of wall-pressure and heat-transfer fluctuations recovers the signature of the axisymmetric waves predicted by the nonmodal analysis. Furthermore, the azimuthal wavenumber and frequency spectrum of the temperature fluctuations as a function of the wall-normal distance show higher amplitudes for three-dimensional waves above the boundary-layer edge. The numerical schlieren contours show the inclined structures commonly observed in blunt cone experiments, demonstrating that they correspond to three-dimensional structures due to freestream disturbances in the presence of an entropy layer.

Boundary layer transition↗
NASA NTRSDate not supplied

Large Vehicle Lunar Landing Surface Interaction and In-Situ Resource Based Risk Mitigation: Landing & Launch Pads

A key capability required for the exploration of planetary bodies is the ability to land on the surface. Previous work performed by NASA and other institutions has primarily focused on landing small spacecraft on planetary surfaces and the associated small-to-medium thrusters required for the soft landing. In the case of human exploration—particularly the establishment of long duration exploration and habitation outposts—the ability to land large landers, such as the SpaceX Starship, is necessary. These larger landing systems require the use of more powerful engines, with higher engine exhaust temperatures and higher landing loads. Understanding the excavation of material by the engines, as well as the potential for the landing legs to sink into the subsurface, is key in ensuring reliable and safe landings. A further improvement in landing reliability can be achieved by constructing landing / launch pads, especially with in-situ resources. Some material excavation by the plume is inevitable, leaving at least a portion of the surface scoured and uneven under the lander and ejecting regolith particles and rocks at very high velocities. One possible solution would be to robotically build landing / launch pads (ideally autonomously) at the destination using in-situ materials. In this case, the first one or few landers will need to land on unimproved surfaces at higher risk; however, they would bring the required equipment to build the landing pads with mostly local resources, thus increasing the reliability of safe landing for subsequent larger landers. A number of methods to build in-situ landing and launch pads have already been developed. These methods include no or some addition of required binder additives to the local regolith material, different processing approaches and result in varying landing pad strengths. A sub-scale rocket engine plume, was used to simulate some of the conditions of a landing on the Moon to assess the effectiveness of various materials for an in-situ built landing pad, The GO2/GCH4 rocket engine fired on 1m2 area coupons of representative pad materials. The results will allow continued development towards materials that satisfy the landing pad properties required for the effective risk reduction and increased reliability for landing people and equipment on the lunar surface. This work contained two parts: (1) computer modeling of a large rocket engine plume interacting with regolith on the Moon, using the Granular Gas Flow Solver (GGFS) provided by CFD Research Corporation as well as other computational fluid dynamics codes (CFD) such as Loci/CHEM. (2) Developing landing/launch pad materials that could be used for in-situ construction on the lunar surface in the future, to mitigate the calculated effects of a large vehicle rocket engine landing and launching on the Moon. The resulting computed values of plume impingement surface temperature, stagnation pressure, gas velocity, shear stress and heat flux were then matched as closely as possible in the Earth’s atmosphere in a sub-scale rocket engine GO2/CH4 test which was provided by Masten Space Systems in Mojave, California. The rocket engine was mounted on a test stand with vertical translation capabilities so that the landing operations of a lander could be simulated (Figure 1).The pad materials test coupons were placed at the surface of a large bin containing simulated lunar basalt regolith and subjected to a test firing as shown in Figure 2. The results of this testing will be presented with related findings, analysis and discussion.

Plume Surface Interaction↗
NASA NTRS2016

Heat Exchanger Performance Impacts on Optimum Cost Conditions in Thermoelectric Energy Recovery Designs

Cost is just as important as power density or efficiency for the adoption of waste heat recovery thermoelectric generators (TEG). Prior work [1] has shown that the system design that minimizes cost (e.g., the $/W value) can be close to the designs that maximize the system’s efficiency or power density, however, it is important to understand the relationship between those designs to optimize TEG performance-cost compromises. Expanding on recent work [1, 2, 3] the impact of heat exchanger conditions on the optimum TEG fill factors and cost scaling of a waste heat recovery thermoelectric generator with a detailed treatment of the hot side exhaust heat exchanger has been investigated further. The effect of the heat lost to the environment and updated relationships between the hot-side and cold-side conductances [4] that maximize power output are considered. The optimum fill factor to minimize TEG energy recovery system costs is strongly dependent on the heat leakage fraction, σ, the mass flow rate of the exhaust, the hot-side heat exchanger effectiveness, heat exchanger UAh, and heat flux. These relationships are explored and characterized for typical exhaust gas-flow conditions to show the inherent design complexities. The heat exchanger costs often dominate the TEG cost equation and it is critical to fully understand the tradeoff between heat exchanger performance, optimum TEG fill factors, and cost to establish potentially optimum design points within the cost-performance design space. This work will explore the design tradeoffs and relationships within the cost-efficiency-power density design space for a typical thermoelectric energy recovery system application. The interplay between optimum TEG fill factors and heat exchanger design can impact system footprint, volume, and mass in weight-sensitive applications. Less-effective, low-cost heat exchangers may outperform higher cost alternatives from a market adoption perspective. This shift of emphasis acknowledging the interdependence of optimum TEG fill factors and heat exchanger performance has significant implications on thermoelectric waste heat recovery systems designs and their operation. In addition, preferred TEG design regimes exist that accommodate reasonable compromises in TE performance and cost. This effort highlights how the optimum fill factor–heat exchanger performance relations couple to these optimum TEG performance-cost domains based on TEG-system-level analyses and provides a focus for future system research and development efforts.

Energy recovery↗
NASA NTRS2014

Spring 2014 Internship Diffuser Data Analysis

J-2X engine testing on the A-2 test stand at the NASA John C. Stennis Space Center (SSC) has recently concluded. As part of that test campaign, the engine was operated at lower power levels in support of expanding the use of J-2X to other missions. However, the A-2 diffuser was not designed for engine testing at the proposed low power levels. To evaluate the risk of damage to the diffuser, computer simulations were created of the rocket engine exhaust plume inside the 50ft long, water-cooled, altitude-simulating diffuser. The simulations predicted that low power level testing would cause the plume to oscillate in the lower sections of the diffuser. This can possibly cause excessive vibrations, stress, and heat transfer from the plume to the diffuser walls. To understand and assess the performance of the diffuser during low power level engine testing, nine accelerometers and four strain gages were installed around the outer surface of the diffuser. The added instrumentation also allowed for the verification of the rocket exhaust plume computational model. Prior to engine hot-fire testing, a diffuser water-flow test was conducted to verify the proper operation of the newly installed instrumentation. Subsequently, two J-2X engine hot-fire tests were completed. Hot-Fire Test 1 was 11.5 seconds in duration, and accelerometer and strain data verified that the rocket engine plume oscillated in the lower sections of the diffuser. The accelerometers showed very different results dependent upon location. The diffuser consists of four sections, with Section 1 being closest to the engine nozzle and Section 4 being farthest from the engine nozzle. Section 1 accelerometers showed increased amplitudes at startup and shutdown, but low amplitudes while the diffuser was started. Section 3 accelerometers showed the opposite results with near zero G amplitudes prior to and after diffuser start and peak amplitudes to +/- 100G while the diffuser was started. Hot-Fire Test 1 strain gages showed different data dependent on section. Section 1 strains were small, and were in the range of 50 to 150 microstrain, which would result in stresses from 1.45 to 4.35 ksi. The yield stress of the material, A-285 Grade C Steel, is 29.7 ksi. Section 4 strain gages showed much higher values with strains peaking at 1600 microstrain. This strain corresponds to a stress of 46.41 ksi, which is in excess of the yield stress, but below the ultimate stress of 55 to 75 ksi. The decreased accelerations and strain in Section 1, and the increased accelerations and strain in Sections 3 and 4 verified the computer simulation prediction of increased plume oscillations in the lower sections of the diffuser. Hot-Fire Test 2 ran for a duration of 125 seconds. The engine operated at a slightly higher power level than Hot-Fire Test 1 for the initial 35 seconds of the test. After 35 seconds the power level was lowered to Hot-Fire Test 1 levels. The acceleration and strain data for Hot-Fire Test 2 was similar during the initial part of the test. However, just prior to the engine being lowered to the Hot-Fire Test 1 power level, the strain gage data in Section 4 showed a large decrease to strains near zero microstrain from their peak at 1500 microstrain. Future work includes further strain and acceleration data analysis and evaluation.

Laigaie, Robert T.↗