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NASA NTRSDate not supplied

Successful First Flight of NASA’s SLS (Space Launch System) Super Heavy-Lift Rocket: Laying Groundwork for U. S.’s Most Ambitious Missions

In late 2022, NASA’s SLS (Space Launch System) super heavy-lift rocket launched for the first time. Artemis I sent an uncrewed Orion spacecraft on a 25.5-day round-trip mission to lunar orbit. The near-perfect performance laid the groundwork for the next flights and for NASA’s return of humans to the Moon. The SLS team is now preparing for the launch of Artemis II, which will be the first launch of astronauts to cislunar space since Apollo 17 in December 1972. In addition to preparations on the Artemis II launch vehicle, significant progress is being made on the hardware and software for future flights. Artemis II will include a test of a new military-grade GPS system, which will be fully utilized on Artemis III. Progress is also being made on the exploration upper stage (EUS) for the Block 1B SLS variant, which will debut on Artemis IV. New production RS-25 liquid-propellant engines will be used beginning with Artemis V. These new engines, which are in a final qualification test firing program at the time of writing, realize a cost savings of at least 30 percent and reduced production time due to streamlined manufacturing and advances in technology, including additive manufacturing. The evolved solid rocket boosters, which will debut on Artemis IX as part of the Block 2 variant, are in development now. In addition to propulsion updates, each variant of SLS maintains payload configuration flexibility and can fly crew-only, cargo-only, and crew-cargo combinations. This adaptability ensures that SLS, with its significant mass and volume capability – including the ability to launch large co-manifested payloads with Orion directly to trans-lunar injection (TLI) – can support the country’s most ambitious missions. Results from the Artemis I mission, as well as progress to the next flights and SLS variants, will be covered in the paper and presentation.

Bruce Askins↗
NASA NTRS2004

Web-Based Toxic Gas Dispersion Model for Shuttle Launch Operations

During the launch of the Space Shuttle vehicle, the burning of liquid hydrogen fuel with liquid oxygen at extreme high temperatures inside the three space shuttle main engines, and the burning of the solid propellant mixture of ammonium perchlorate oxidizer, aluminum fuel, iron oxide catalyst, polymer binder, and epoxy curing agent in the two solid rocket boosters result in the formation of a large cloud of hot, buoyant toxic exhaust gases near the ground level which subsequently rises and entrains into ambient air until the temperature and density of the cloud reaches an approximate equilibrium with ambient conditions. In this paper, toxic gas dispersion for various gases are simulated over the web for varying environmental conditions which is provided by rawinsonde data. The model simulates chemical concentration at ground level up to 10 miles (1 KM grids) in downrange up to an hour after launch. The ambient concentration of the gas dispersion and the deposition of toxic particles are used as inputs for a human health risk assessment model. The advantage of the present model is the accessibility and dissemination of model results to other NASA centers over the web. The model can be remotely operated and various scenarios can be analyzed.

Bardina, Jorge↗
NASA NTRS2009

Boiler and Pressure Balls Monopropellant Thermal Rocket Engine

The proposed technology is a rocket engine cycle utilizing as the propulsive fluid a low molecular weight, cryogenic fluid, typically liquid hydrogen, pressure driven, heated, and expelled through a nozzle to generate high velocity and high specific impulse discharge gas. The proposed technology feeds the propellant through the engine cycle without the use of a separate pressurization fluid and without the use of turbomachinery. Advantages of the proposed technology are found in those elements of state-of-the-art systems that it avoids. It does not require a separate pressurization fluid or a thick-walled primary propellant tank as is typically required for a classical pressure-fed system. Further, it does not require the acceptance of intrinsic reliability risks associated with the use of turbomachinery

Greene, William D.↗
NASA NTRS2010

An Analysis of Rocket Propulsion Testing Costs

The primary mission at NASA Stennis Space Center (SSC) is rocket propulsion testing. Such testing is commonly characterized as one of two types: production testing for certification and acceptance of engine hardware, and developmental testing for prototype evaluation or research and development (R&D) purposes. For programmatic reasons there is a continuing need to assess and evaluate the test costs for the various types of test campaigns that involve liquid rocket propellant test articles. Presently, in fact, there is a critical need to provide guidance on what represents a best value for testing and provide some key economic insights for decision-makers within NASA and the test customers outside the Agency. Hence, selected rocket propulsion test databases and references have been evaluated and analyzed with the intent to discover correlations of technical information and test costs that could help produce more reliable and accurate cost projections in the future. The process of searching, collecting, and validating propulsion test cost information presented some unique obstacles which then led to a set of recommendations for improvement in order to facilitate future cost information gathering and analysis. In summary, this historical account and evaluation of rocket propulsion test cost information will enhance understanding of the various kinds of project cost information; identify certain trends of interest to the aerospace testing community.

Ramirez, Carmen↗
NASA NTRS2019

Commercialization and Human Settlement of the Moon and Cislunar Space – A Look Ahead at the Possibilities over the Next 50 Years

Over 50 years have passed since the movie 2001: A Space Odyssey debuted in April 1968. In the film, Dr. Heywood Floyd flies to a large artificial gravity space station orbiting Earth aboard a commercial space plane. He then embarks on a commuter flight to the Moon arriving there 25hours later. Today, on the 50th anniversary of the Apollo 11 lunar landing, the images portrayed in 2001 still remain well beyond our capabilities. This paper examines key technologies and systems (in-situ resource utilization, fission power, advanced chemical and nuclear propulsion),and orbiting infrastructure elements (providing a propellant depot and cargo transfer function),that could be developed by NASA and the private sector in future decades allowing the operational capabilities presented in 2001 to be achieved, albeit on a more spartan scale. Lunar derived propellants (LDPs) will be essential to reducing the launch mass requirements from Earth and developing a reusable lunar transportation system (LTS) that can allow initial outposts to evolve into settlements supporting a variety of commercial activities like in-situ propellant production. Deposits of icy regolith found within permanently shadowed craters at the lunar pole scan supply the feedstock material to produce liquid oxygen (LO2) and hydrogen (LH2) propellan tneeded by surface-based lunar landing vehicles (LLVs) using chemical rocket engines. Along the Moon's nearside equatorial corridor, iron oxide-rich volcanic glass beads from vast pyroclasticdeposits, together with mare regolith, can provide the materials to produce lunar-derived LO2plus other important solar wind implanted (SWI) volatiles, including H2 and helium-3. Mega watt classfission power systems will be essential for providing continuous "24/7" power to LLVs will provide cargo and passenger "orbit-to-surface" access and willalso be used to transport LDP to Space Transportation Nodes (STNs) located in lunar polar(LPO) and equatorial orbits (LLO). Spaced-based, reusable lunar transfer vehicles (LTVs),operating between STNs in low Earth orbit (LEO), LLO, and LPO, and able to refuel with LDPs,can offer unique mission capabilities including short transit time crewed cargo transports. Even acommuter shuttle service similar to that portrayed in 2001 appears possible, allowing 1-way trip times to and from the Moon as short as 24 hours. The performance of LTVs using both RL10B-2chemical rockets, and a variant of the nuclear thermal rocket (NTR), the LO2-Augmented NTR(LANTR), are examined and compared. The bipropellant LANTR engine utilizes its divergent nozzle section as an afterburner into which oxygen is injected and supersonically combusted with reactor-heated hydrogen emerging from the engine's sonic throat. If only 1% of the LDP obtained from icy regolith, volcanic glass, and SWI volatile deposits were available for use in lunar orbit,such a supply could support routine commuter flights to the Moon for many thousands of years!This paper provides a look ahead at what might be possible in the not too distant future,quantifies the operational characteristics of key in-space and surface technologies and systems,and provides conceptual designs for the various architectural elements discussed.

Borowski, Stanley K.↗
NASA NTRS2010

Altitude Testing of Large Liquid Propellant Engines

The National Aeronautics and Space Administration entered a new age on January 14, 2004 with President Bush s announcement of the creation the Vision for Space Exploration that will take mankind back to the Moon and on beyond to Mars. In January, 2006, after two years of hard, dedicated labor, engineers within NASA and its contractor workforce decided that the J2X rocket, based on the heritage of the Apollo J2 engine, would be the new engine for the NASA Constellation Ares upper stage vehicle. This engine and vehicle combination would provide assured access to the International Space Station to replace that role played by the Space Shuttle and additionally, would serve as the Earth Departure Stage, to push the Crew Excursion Vehicle out of Earth Orbit and head it on a path for rendezvous with the Moon. Test as you fly, fly as you test was chosen to be the guiding philosophy and a pre-requisite for the engine design, development, test and evaluation program. An exhaustive survey of national test facility assets proved the required capability to test the J2X engine at high altitude for long durations did not exist so therefore, a high altitude/near space environment testing capability would have to be developed. After several agency concepts the A3 High Altitude Testing Facility proposal was selected by the J2X engine program on March 2, 2007 and later confirmed by a broad panel of NASA senior leadership in May 2007. This facility is to be built at NASA s John C. Stennis Space Center located near Gulfport, Mississippi. 30 plus years of Space Shuttle Main Engine development and flight certification testing makes Stennis uniquely suited to support the Vision For Space Exploration Return to the Moon. Propellant handling infrastructure, engine assembly facilities, a trained and dedicated workforce and a broad and varied technical support base will all ensure that the A3 facility will be built on time to support the schedule needs of the J2X engine and the ultimate flight of the first Ares I vehicle. The A3 facility will be able to simulate pre-ignition altitude from sea-level to 100,000 feet and maintain it up to 650 seconds. Additionally the facility will be able to accommodate initial ignition, shutdown and then restart test profiles. A3 will produce up to 5000 lbm/sec of superheated steam utilizing a Chemical Steam generation system. Two separate inline steam ejectors will be used to produce a test cell vacuum to simulate the 100,000 ft required altitude. Operational capability will ensure that the facility can start up and shutdown without producing adverse pressure gradients across the J2X nozzle. The facility will have a modern thrust measurement system for accurate determination of engine performance. The latest advances in data acquisition and control will be incorporated to measure performance parameters during hotfire testing. Provisions are being made in the initial design of the new altitude facility to allow for testing of other, larger engines and potential upper stage launch vehicles that might require vacuum start testing of the engines. The new facility at Stennis Space Center will be complete and ready for hotfire operations in late 2010.

Maynard, Bryon T.↗
NASA NTRS1976

Essays on the History of Rocketry and Astronautics: Proceedings of the Third through the Sixth History Symposia of the International Academy of Astronautics, Volume 1

This two volume publication presents the proceedings of the third through sixth history symposia of the International Academy of Astronautics. Thirty-nine papers are divided into four categories: (1) Early Solid Propellant Rocketry; (2) Rocketry and Astronautics: Concepts, Theory, and Analyses after 1880; (3) The Development of Liquid and Solid Propellant Rockets from 1880 to 1945; and (4) Rocketry and Astronautics after 1945. Categories 1 and 2 will be found in volume 1 and the remainder in volume 2. Among other diciplines, Rocketry and Astronautics encompasses the physical and engineering sciences including fluid mechanics, thermodynamics, vibration theory, structural mechanics, and celestial mechanics. Papers presented in these two volumes range from those of empirical experimenters who used the time-honored cut and try methods to scientists wielding theoretical principles. The work traces the coupling of the physical and engineering sciences, industrial advances, and state support that produced the awesome progress in rocketry and astronautics for the most part within living memory. The proceedings of the four symposia present in these two volumes contain information on the work of leading investigators and their associates carried out in the first two-thirds of the twentieth century.

R Cargill Hall↗
NASA NTRS1979

Performance of a transpiration-regenerative cooled rocket thrust chamber

The analysis, design, fabrication, and testing of a liquid rocket engine thrust chamber which is gas transpiration cooled in the high heat flux convergent portion of the chamber and water jacket cooled (simulated regenerative) in the barrel and divergent sections of the chamber are described. The engine burns LOX-hydrogen propellants at a chamber pressure of 600 psia. Various transpiration coolant flow rates were tested with resultant local hot gas wall temperatures in the 800 F to 1400 F range. The feasibility of transpiration cooling with hydrogen and helium, and the use of photo-etched copper platelets for heat transfer and coolant metering was successfully demonstrated.

Valler, H. W.↗
NASA NTRS1991

Space shuttle with common fuel tank for liquid rocket booster and main engines (supertanker space shuttle)

An operation and schedule enhancement is shown that replaces the four-body cluster (Space Shuttle Orbiter (SSO), external tank, and two solid rocket boosters) with a simpler two-body cluster (SSO and liquid rocket booster/external tank). At staging velocity, the booster unit (liquid-fueled booster engines and vehicle support structure) is jettisoned while the remaining SSO and supertank continues on to orbit. The simpler two-bodied cluster reduces the processing and stack time until SSO mate from 57 days (for the solid rocket booster) to 20 days (for the liquid rocket booster). The areas in which liquid booster systems are superior to solid rocket boosters are discussed. Alternative and future generation vehicles are reviewed to reveal greater performance and operations enhancements with more modifications to the current methods of propulsion design philosophy, e.g., combined cycle engines, and concentric propellant tanks.

Thorpe, Douglas G.↗
NASA NTRS1993

Test results from a simple, low-cost, pressure-fed liquid hydrogen/liquid oxygen rocket combustor

A simple, low-cost rocket engine was designed, fabricated, and successfully hot fire tested over a wide range of interface conditions and operating parameters. The engine used low enthalpy hydrogen (45 to 70 R, 200 to 390 psia) and oxygen (139 to 163 R, 210 to 480 psia) propellants pressure-fed directly from facility cryogenic tanks. The engine demonstrated excellent performance, with 97% average combustion efficiency, and absence of combustion instabilities. Engine design chamber pressure was 300 psia, yielding about 16,500 pounds thrust at sea level with a 3:1 expansion ration test nozzle. The engine used a fixed-element injector based on TRW's unique coaxial pintle design, but was operated at 60%, 80%, and 100% thrust levels by throttling facility propellant valves. The engine was tested at propellant mixture ratios (O/F) from 5.8 to 8.4; design O/F was 6.6. To document combustion stability, in five tests RDX explosive pulse guns were detonated in radial and tangential directions across the combustion chamber during steady-state operation. The largest disturbance consisted of simultaneous detonation of a 20-grain radial gun and a 40-grain tangential gun. In no case was an instability, either feed system mode or chamber acoustic mode, excited. High-frequency piezoelectric pressure transducers documented stable recovery from disturbance overpressures within 40 milliseconds of peak pressure. A total of 67 firing tests, accumulating 149 seconds of firing time above 10% P(sub c), were performed. Since parametric testing required run durations of only 2 to 3 seconds, a heat sink combustion chamber was employed for most runs. To evaluate the feasibility of a low-cost ablative system for a flight engine design, one 20-second continuous firing was conducted with a silicone rubber chamber/throat/nozzle liner cast in one piece directly into the engine. The ablative engine operated at the equivalent of 309 seconds sea level specific impulse, when adjusted to a 98% efficient 6:1 expansion ration nozzle, and 430 seconds vacuum specific impulse, when adjusted to a 98% efficient 50:1 expansion ratio nozzle. This engine and test series represent an initial subscale demonstration of a new booster-class engine that eliminates the cost and complexity associated with regenerative cooling and typical engine cycles. This paper presents a description of the engine design and discussion and summary data plots of the performance measured during the parametric testing.

Dressler, G. A.↗
NASA NTRSDate not supplied

Survivability of NASA’s 10k RDRE

Rotating detonation rocket engines (RDRE) have widespread global industry and academic interest. Lessons learned in survivability is critical to furthering this technology. To support RDRE development, NASA hot-fire tested several 10k lbf thrust class thrust chamber assemblies with various propellent combinations including liquid oxygen/ liquid methane, liquid oxygen/ liquid hydrogen, and liquid oxygen/RP-1. The thrust chamber assemblies include injectors, inner bodies, and outer bodies that were additively manufactured (AM) laser powder bed fusion (L-PBF) GRCop-42. This paper will cover hardware damage identified in the 2023 and 2024 RDRE testing campaigns and lessons learned to improve survivability for future RDREs. Particularly notable were the findings concerning the number of detonation waves formed and their effects on the bolted interface and its sealing.

Tessa M. Fedotowsky↗
NASA NTRS1973

The Space Shuttle Main Engine

The Space Shuttle Main Engine is the highest performance large rocket engine being developed in the world. This engine will be used to put the Space Shuttle orbiter vehicle into earth orbit and will be the workhorse propulsion system of the 1970s and 1980s. The propulsion requirements demand maximum performance from the liquid oxygen/hydrogen propellants with a minimum hardware weight. The system is being developed at low cost with a required early flight schedule of 1978. The engine system and components are based on the latest technology using advanced materials and high-pressure combustion. Engine weight and performance are discussed. This paper describes engine design, the program and present progress, the technology of advanced components, experimental results, and development areas underway.

Sanchini, D. J.↗
NASA NTRS2014

Designing Liquid Rocket Engine Injectors for Performance, Stability, and Cost

NASA is developing the Space Launch System (SLS) for crewed exploration missions beyond low Earth orbit. Marshall Space Flight Center (MSFC) is designing rocket engines for the SLS Advanced Booster (AB) concepts being developed to replace the Shuttle-derived solid rocket boosters. One AB concept uses large, Rocket-Propellant (RP)-fueled engines that pose significant design challenges. The injectors for these engines require high performance and stable operation while still meeting aggressive cost reduction goals for access to space. Historically, combustion stability problems have been a critical issue for such injector designs. Traditional, empirical injector design tools and methodologies, however, lack the ability to reliably predict complex injector dynamics that often lead to combustion stability. Reliance on these tools alone would likely result in an unaffordable test-fail-fix cycle for injector development. Recently at MSFC, a massively parallel computational fluid dynamics (CFD) program was successfully applied in the SLS AB injector design process. High-fidelity reacting flow simulations were conducted for both single-element and seven-element representations of the full-scale injector. Data from the CFD simulations was then used to significantly augment and improve the empirical design tools, resulting in a high-performance, stable injector design.

Westra, Douglas G.↗
NASA NTRSDate not supplied

A Review Towards the Design Optimization of High Performance Additively Manufactured Rotating Detonation Rocket Engine Injectors

Rotating Detonation Rocket Engines (RDRE) have been marketed primarily for their higher specific impulse potential over constant pressure (CP) liquid rocket engines. However, several other performance advantages exist with RDREs over CP engines such as heat transfer advantages for gas expander cycle, increased completeness of combustion at low chamber L*, compact engine design, reduced coolant channel pressure drop potential, and improved injector C* performance. NASA has paved the way for liquid engine system performance enhancement since the Apollo program and continues to do so with metal additive manufacturing (AM), super-alloy materials, and advanced propulsion concepts. A team of propulsion development engineers at NASA are in the process of developing high-performance 7K lbf class RDRE hardware for their potential use in lander, upper stage, and even launch vehicle applications. Clear advantages have been demonstrated with AM including program cost and schedule reductions of up to 50%. It is well known that injector performance is integrally linked to the global performance of a combustion device. This is especially the case for RDREs since detonation stability is heavily dependent on the mixedness of propellants. A major program goal is to rapidly produce ultra-high-performance AM injectors. This paper reviews the available literature on liquid rocket injector design optimization as well as the experimental work conducted to date on injectors tested in RDREs. Major lessons learned are document and suggestions given towards the design of high-performance liquid RDRE injectors. In addition, the integration of metal AM into the design of liquid RDRE injector schemes is discussed. Finally, several candidate AM RDRE injector elements were produced to obtain their diodicity and cold flow characteristics.

rotating detonation engine↗
NASA NTRS1999

Main Chamber and Preburner Injector Technology

This document reports the experimental and analytical research carried out at the Penn State Propulsion Engineering Research Center in support of NASA's plan to develop advanced technologies for future single stage to orbit (SSTO) propulsion systems. The focus of the work is on understanding specific technical issues related to bi-propellant and tri-propellant thrusters. The experiments concentrate on both cold flow demonstrations and hot-fire uni-element tests to demonstrate concepts that can be incorporated into hardware design and development. The analysis is CFD-based and is intended to support the design and interpretation of the experiments and to extrapolate findings to full-scale designs. The research is divided into five main categories that impact various SSTO development scenarios. The first category focuses on RP-1/gaseous hydrogen (GH2)/gaseous oxygen (GO2) tri-propellant combustion with specific emphasis on understanding the benefits of hydrogen addition to RP-1/oxygen combustion and in developing innovative injector technology. The second category investigates liquid oxygen (LOX)/GH2 combustion at main chamber near stoichiometric conditions to improve understanding of existing LOX/GH2 rocket systems. The third and fourth categories investigate the technical issues related with oxidizer-rich and fuel-rich propulsive concepts, issues that are necessary for developing the full-flow engine cycle. Here, injector technology issues for both LOX/GH2 and LOX/RP-1 propellants are examined. The last category, also related to the full-flow engine cycle, examines injector technology needs for GO2/GH2 propellant combustion at near-stoichiometric conditions for main chamber application.

Santoro, Robert J.↗
NASA NTRS2016

Cryogenic Fluid Management Technology and Nuclear Thermal Propulsion

Cryogenic fluid management (CFM) is critical to the success of future nuclear thermal propulsion powered vehicles. While this is an issue for any propulsion system utilizing cryogenic propellants, this is made more challenging by the radiation flux produced by the reactor in a nuclear thermal rocket (NTR). Managing the cryogenic fuel to prevent propellant loss to boil off and leakage is needed to limit the required quantity of propellant to a reasonable level. Analysis shows deposition of energy into liquid hydrogen fuel tanks in the vicinity of the nuclear thermal engine. This is on top of ambient environment sources of heat. Investments in cryogenic/thermal management systems (some of which are ongoing at various organizations) are needed in parallel to nuclear thermal engine development in order to one day see the successful operation of an entire stage. High durability, low thermal conductivity insulation is one developmental need. Light weight cryocoolers capable of removing heat from large fluid volumes at temperatures as low as approx. 20 K are needed to remove heat leak from the propellant of an NTR. Valve leakage is an additional CFM issue of great importance. Leakage rates of state of the art, launch vehicle size valves (which is approximately the size valves needed for a Mars transfer vehicle) are quite high and would result in large quantities of lost propellant over a long duration mission. Additionally, the liquid acquisition system inside the propellant tank must deliver properly conditioned propellant to the feed line for successful engine operation and avoid intake of warm or gaseous propellant. Analysis of the thermal environment and the CFM technology development are discussed in the accompanying presentation.

Taylor, Brian D.↗
NASA NTRS1971

Combustion dynamics in liquid rocket engines

A chemical analysis of the emission and absorption spectra in the combustion chamber of a nitrogen tetroxide/aerozine-50 rocket engine was conducted. Measurements were made under conditions of preignition, ignition, and post combustion operating periods. The cause of severe ignition overpressures sporadically observed during the vacuum startup of the Apollo reaction control system engine was investigated. The extent to which residual propellants or condensed intermediate reaction products remain after the engine has been operated in a pulse mode duty cycle was determined.

Mclain, W. H.↗
NASA NTRSDate not supplied

Characterization of an Optically Accessible RP/GOx Rotating Detonation Engine

The accurate characterization of the dynamic response of liquid jets to transient detonation wave passage is crucial for optimizing and modeling liquid-fueled rotating detonation combustors. To address this need, we have developed an optically accessible rocket RDE (RP-RDE), which utilizes liquid RP-1 and gaseous oxygen as propellants and operates at elevated pressures. The experimental setup features optical access from the oxidizer injection plenum to the combustor exit, allowing for detailed characterization of injection, mixing, and combustion processes and their impact on the detonation wave structure. To design and develop the liquid injection scheme for the RP-RDE test article, we employed a combined experimental and numerical approach that included cold-flow simulations. Our aim was to optimize the liquid injection process and ensure that the resulting fuel-oxidizer mixture is homogeneous and stable. To this end, high-speed optical imaging will be employed to provide qualitative visualization of the liquid and gaseous phases of the propellant as well as the local heat release during detonation wave propagation through the non-premixed medium. This work will provide critical insights into the behavior of the transient detonation waves in more relevant rocket conditions, which is essential for the optimization and modeling of rotating detonation combustors.

Propulsion↗