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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

Nuclear Thermal Propulsion (NTP) - Propelling into the Future

Nuclear Thermal Propulsion (NTP) is the exciting advancement of engine system technology that will enable NASA to perform deep space missions previously beyond reach. Since the 1940s, the United States has attempted to mature this technology to fulfill the mission that JFK famously declared in his special address to Congress in 1961 stating our need to “Accelerate development of the Rover nuclear rocket. This gives promise of someday providing a means for even more exciting and ambitious exploration of space… to the very end of the solar system itself.” Today, we are dedicated to realize this mission, embarking on the journey with other government agencies and industry giants to boldly go where no one has gone before…

NTP↗
NASA NTRS1976

Large-payload earth-orbit transportation with electric propulsion

Economical unmanned earth orbit transportation for large payloads is evaluated. The high exhaust velocity achievable with electric propulsion is attractive because it minimizes the propellant that must be carried to low earth orbit. Propellant transport is a principal cost item. Electric propulsion subsystems utilizing advanced ion thrusters are compared to magnetoplasmadynamic (MPD) thrust subsystems. For very large payloads, a large lift vehicle is needed to low earth orbit, and argon propellant is required for electric propulsion. Under these circumstances, the MPD thruster is shown to be desirable over the ion thruster for earth orbit transportation.

Stearns, J. W.↗
NASA NTRS2016

Propulsion Estimates for High Energy Lunar Missions Using Future Propellants

High energy propellants for human lunar missions are analyzed, focusing on very advanced ozone and atomic hydrogen. One of the most advanced launch vehicle propulsion systems, such as the Space Shuttle Main Engine (SSME), used hydrogen and oxygen and had a delivered specific impulse of 453 seconds. In the early days of the space program, other propellants (or so called metapropellants) were suggested, including atomic hydrogen and liquid ozone. Theoretical and experimental studies of atomic hydrogen and ozone were conducted beginning in the late 1940s. This propellant research may have provided screenwriters with the idea of an atomic hydrogen-ozone rocket engine in the 1950 movie, Rocketship X-M. This paper presents analyses showing that an atomic hydrogen-ozone rocket engine could produce a specific impulse over a wide range of specific impulse values reaching as high as 1,600 s. A series of single stage and multistage rocket vehicle analyses were conducted to find the minimum specific impulse needed to conduct high energy round trip lunar missions.

rocket propulsion↗
NASA NTRS2016

Atmospheric Mining in the Outer Solar System: Outer Planet Orbital Transfer and Lander Analyses

High energy propellants for human lunar missions are analyzed, focusing on very advanced ozone and atomic hydrogen. One of the most advanced launch vehicle propulsion systems, such as the Space Shuttle Main Engine (SSME), used hydrogen and oxygen and had a delivered specific impulse of 453 seconds. In the early days of the space program, other propellants (or so called metapropellants) were suggested, including atomic hydrogen and liquid ozone. Theoretical and experimental studies of atomic hydrogen and ozone were conducted beginning in the late 1940s. This propellant research may have provided screenwriters with the idea of an atomic hydrogen-ozone rocket engine in the 1950 movie, Rocketship X-M. This paper presents analyses showing that an atomic hydrogen-ozone rocket engine could produce a specific impulse over a wide range of specific impulse values reaching as high as 1,600 seconds. A series of single stage and multistage rocket vehicle analyses were conducted to find the minimum specific impulse needed to conduct high energy round trip lunar missions.

lunar mission design↗
NASA NTRS2014

Advanced Ground Systems Maintenance Cryogenics Test Lab Control System Upgrade Project

This project will outfit the Simulated Propellant Loading System (SPLS) at KSC's Cryogenics Test Laboratory with a new programmable logic control system. The control system upgrade enables the Advanced Ground Systems Maintenace Element Integration Team and other users of the SPLS to conduct testing in a controls environment similar to that used at the launch pad.

Technology Portfolio System↗
NASA NTRS1991

Effect of solidity and inclination on propeller-nacelle force coefficients

A series of wind tunnel experiments were conducted to study the effect of propeller solidity and thrust axis inclination on the propeller normal force coefficient. Experiments were conducted in the Langley 14 by 22 foot Subsonic Tunnel with a sting mounted, counterrotation, scale model propeller and nacelle. Configurations had two rows of blades with combinations of 4 and 8 blades per hub. The solidity was varied by changing the number of blades on both rows. Tests were conducted for blade pitch setting of 31.34 deg, 36.34 deg, and 41.34 deg over a range of angle of attack from -10 deg to 90 deg and range of advance ratio from 0.8 to 1.4. The increase in propeller normal force with angle of attack is greater for propellers with higher solidity.

Gentry, Garl L., Jr.↗
NASA NTRS1980

High performance cryogenic engines for orbit transfer vehicles

Evaluations of O2/H2 engine candidates in the 10K to 30K lb thrust class for Manned Orbit Transfer Vehicles (MOTV) and engine candidates using O2/H2, O2/RP-1, and O2/CH4 in the 100 to 3,000 lb thrust range for Cargo Orbit Transfer Vehicles (COTV) are discussed. Both space vehicles are part of the larger SPS concept. It is shown that the Advanced Expander Cycle O2/H2 engine for MOTV merits further study and investigations. COTV engine study has so far indicated that conventionally cooled O2/H2 and O2/CH4 engine candidates should be evaluated further, while advanced cooling schemes are required for O2/RP-1 concepts. With regard to MOTV, it is concluded that while no existing system meets the requirements of the Orbit Transfer Vehicles, the need for twin expander cycle engines is established because a single engine cannot provide a tolerable man-safety profile. With regard to COTV, it is stressed that advanced cooling concepts must be considered if other propellant combinations are to become competitive with O2/H2. Multistage centrifugal pumps are seen as the most promising concept.

Bassham, L. B.↗
NASA NTRS1983

Systems and operations - Living with complexity and growth

Since the space station concept currently being developed by NASA calls for system updates and additions over a period of at least ten years following launch, attention must be given to the interfaces between station elements. Efforts have begun to develop generic fault detection, isolation, and correction techniques that could simplify on-orbit operations, maintenance and repair. An integrated hydrogen-oxygen system has been identified as the feature promising the greatest reduction in resupply costs. Scavenging excess fuel from the Space Shuttle's internal and external tanks, and using leftover Shuttle payload for fluid tankage, could supply hydrogen and oxygen for consumption in the form of propellants, fuel cell electricity, and life support gases. Advancements in cryogenic fluid management and storage technology are the keys to the design of this integrated system. Attention is given to the Interactive Design and Evaluation of Advanced Spacecraft computer-aided design and analysis system, which allows system engineers to study the integration problems presented by 40 technical modules.

Hook, W. R.↗
NASA NTRS1990

Unsteady blade pressure measurements for the SR-7A propeller at cruise conditions

The unsteady blade surface pressures were measured on the SR-7A propeller. The freestream Mach no., inflow angle, and advance ratio were varied while measurements were made at nine blade stations. At a freestream Mach no. of 0.8, the data in terms of unsteady pressure coefficient vs. azimuth angle are compared to an unsteady 3-D Euler solution, yielding very encouraging results. The code predicts the shape (phase) of the waveform very well, while the magnitude is over-predicted in many cases. At tunnel Mach nos. below 0.6, an unusually large response on the suction surface at 0.15 chord and 0.88 radius was observed. The behavior of this response suggests the presence of a leading edge vortex. The midchord measuring stations on the suction surface exhibit a response that leads the forcing function while most other locations show a phase lag.

Heidelberg, L. J.↗
NASA NTRS1990

Unsteady blade pressure measurements for the SR-7A propeller at cruise conditions

The unsteady blade surface pressures were measured on the SR-7A propeller. The freestream Mach number, inflow angle, and advance ratio were varied while measurements were made at nine blade stations. At a freestream Mach number of 0.8, the data in terms of unsteady pressure coefficient versus azimuth angle are compared to an unsteady three-dimensional Euler solution, yielding very encouraging results. The code predicts the shape (phase) of the waveform very well, while the magnitude is over-predicted in many cases. At tunnel Mach numbers below 0.6, an unusually large response on the suction surface at 0.15 chord and 0.88 radius was observed. The behavior of this response suggests the presence of a leading-edge vortex.

Heidelberg, L. J.↗
NASA NTRS1993

ALS engine propellant effector system

This report summarizes analysis, design, and experimental testing done on the propellant effector (valve plus electromechanical actuator) for the Advanced Launch System (ALS) main engine.

Faulkner, Colin↗
NASA NTRS2003

An overview of the Nuclear Electric Xenon Ion System (NEXIS) program

NASA is investigating high power, high specific impulse propulsion technologies that could enable ambitious flights such as multi-body rendezvous missions, outer planet orbiters and interstellar precursor missions. The requirements for these missions are much more demanding than those for state-of-the-art solar-powered ion propulsion applications. The purpose of the NEXIS program is to develop advanced ion thruster technologies that satisfy the requirements for high power, high specific impulse operation, high efficiency and long thruster life. The nominal design point for the NEXIS thruster is 20 kWe at a specific impulse of 7500 s with an efficiency over 78% and a xenon throughput capability of greater than 2000 kg. These performance and throughput goals will be achieved by applying a combination of advanced technologies including a large discharge chamber, erosion resistant carbon-carbon grids, an advanced reservoir hollow cathode and techniques for increasing propellant efficiency such as grid masking and accelerator grid aperture diameter tailoring. This paper provides an overview of the challenges associated with these requirements and how they are being addressed in the NEXIS program.

carbon-carbon grids↗
NASA NTRS1977

Design and performance of energy efficient propellers for Mach 0.8 cruise

It is believed that a fuel saving of 14 to 40 percent may be realized by the use of an advanced high-speed turboprop. This turboprop must be capable of high efficiency at Mach 0.8 cruise above 9.144 km altitude if it is to compete with turbofan powered commercial aircraft. Several advanced aerodynamic concepts were investigated in recent wind tunnel tests under NASA sponsorship on two propeller models. These concepts included aerodynamically integrated propeller/nacelles, area-ruling, blade sweep, reduced blade thickness and power (disk) loadings several times higher than conventional designs. The aerodynamic design methodology for these models is discussed in this paper. In addition, some of the preliminary test results are presented which indicate that propeller net efficiencies near 80 percent were obtained for high disk loading propellers operating at Mach 0.8.

Mikkelson, D. C.↗
NASA NTRS1985

Design study of technology requirements for high performance single-propeller-driven business airplanes

Developments in aerodyamic, structural and propulsion technologies which influence the potential for significant improvements in performance and fuel efficiency of general aviation business airplanes are discussed. The advancements include such technolgies as natural laminar flow, composite materials, and advanced intermittent combustion engines. The design goal for this parameter design study is a range of 1300 nm at 300 knots true airspeed with a payload of 1200lbs at 35,000 ft cruise altitude. The individual and synergistic effects of various advanced technologies on the optimization of this class of high performance, single engine, propeller driven business airplanes are identified.

Kohlman, D. L.↗
NASA NTRS1989

The effect of solidity on propeller normal force

Propeller normal force is a major contributor to pitch and yaw stability on propeller driven aircraft. While it is well known that propeller normal force is a function of the number of blades, there are no published data for the high numbers of blades that are used in the new designs such as the UDF. This paper presents the results of a test conducted in the NASA Langley 14- x 22-foot Subsonic Tunnel using a sting-mounted counter-rotation propeller and nacelle. The configurations tested were combinations of 0, 4, and 8 blades per hub. Tests were conducted for blade angle settings of 31.34, 36.34, and 41.34 deg over an angle-of-attack range from -10 to 90 deg and over a range of advance ratios from 0.8 to 1.4. The results show that propeller normal force varies with both solidity and angle of attack.

Dunham, Dana Morris↗
NASA NTRS1987

Large capacity cryopropellant orbital storage facility

A comprehensive study was performed to develop the major features of a large capacity orbital propellant storage facility for the space-based cryogenic orbital transfer vehicle. Projected propellant usage and delivery schedules can be accommodated by two orbital tank sets of 100,000 lb storage capacity, with advanced missions expected to require increased capacity. Information is given on tank pressurization schemes, propellant transfer configurations, pump specifications, the refrigeration system, and flight tests.

Schuster, J. R.↗