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Specially designed bag maintains helium atmosphere around large, low-temperature duct. Easy to install, durable, and reusable. Intended to prevent cryopumping occurring if air or nitrogen allowed to make contact with cold surface of duct.
In preparation for the arrival of the Long Duration Exposure Facility (LDEF) samples, a material testing and handling approach was developed for the evaluation of the materials. A configured lab was made ready for the de-integration of the LDEF experiments. The lab was prepared to clean room specifications and arranged with the appropriate clean benches, tables, lab benches, clean room tools, particulate counter, and calibrated and characterized analytical instrumentation. Clean room procedures were followed. Clean room attire and shoe cleaning equipment were selected and installed for those entering. Upon arrival of the shipping crates they were taken to the lab, logged in, and opened for examination. The sample trays were then opened for inspection and test measurements. The control sample measurements were made prior to placement into handling and transport containers for the flight sample measurements and analysis. Both LDEF flight samples and LDEF type materials were analyzed and tested for future flight candidate material evaluation. Both existing and newly purchased equipment was used for the testing and evaluation. Existing Space Simulation Systems had to be upgraded to incorporate revised test objectives and approaches. Fixtures such as special configured sample holders, water, power and LN2 feed-throughs, temperature measurement and control, front surface mirrors for reflectance and deposition, and UV grade windows had to be designed, fabricated, and installed into systems to achieve the revised requirements. New equipment purchased for LDEF analysis was incorporated into and/or used with existing components and systems. A partial list of this equipment includes a portable monochromator, enhanced UV System, portable helium leak detector for porosity and leak measurements, new turbo pumping system, vacuum coaster assembly, cryopumps, and analytical and data acquisition equipment. A list of materials tested, equipment designed, fabricated and installed, systems used, and analytical research accomplished on both LDEF flight samples and on similar materials which were lab tested for a comparative analysis to the LDEF flight samples is presented.
A new thermal-vacuum facility has been recently completed at the Martin Marietta Waterton plant near Denver, Colorado. The facility was designed, fabricated, installed, and tested as a turn-key project by Pitt-Des Moines Inc. and CVI Inc. The chamber has a 5.49 M by 6.10 M (18 ft by 20 ft) flat floor and a half-cylindrical roof with a diameter of 5.49 M (18 ft). Both ends of the chamber have full cross section doors, with one equipped with translating motors for horizontal motion. The chamber is provided with four 0.91 M (36 inches) cryopumps to obtain an ultimate pressure of 9 x 10(exp -8) Torr (Clean-Dry-Empty). The thermal shroud is designed to operate at a maximum of -179 C (-290 F) with an internal heat input of 316 MJ/Hr (300,000 BTU/Hr) using liquid nitrogen. The shroud is also designed to operate at any temperature between -156 C (-250 F) and 121 C (+250 F) using gaseous nitrogen, and heat or cool at a rate of 1.1 C (2 F) per minute.
A discussion of Nuclear Electric Propulsion (NEP) thrusters and facilities is presented in vugraph form. The NEP thrusters are discussed in the context of the following three items: (1) establishing a 100 H test capability for 100-kW magnetoplasmadynamic (MPD) thrusters; (2) demonstrating a lightweight 20-kW krypton ion thruster; and (3) the optimization of the design of low-mass power processor transformers. The primary accomplishment at NEP facilities was the completion of the Electric Propulsion Laboratory's (EPL's) tank 5 cryopump upgrade.
Compatibility between an arcjet propulsion system and a communications satellite was verified by testing a Government-furnished, 1.4 kW hydrazine arcjet system with the FLTSATCOM qualification model satellite in a 9.1-meter (30-foot) diameter thermal-vacuum test chamber. Background pressure was maintained at 10(exp -5) torr during arcjet operation by cryopumping the thruster exhaust with an array of 5 K liquid helium cooled panels. Power for the arcjet system was obtained from the FLTSATCOM battery simulator. Spacecraft telemetry was monitored during each thruster firing period. No changes in telemetry data attributable to arcjet operation were detected in any of the tests. Electromagnetic compatibility data obtained included radiated emission measurements, conducted emission measurements, and cable coupling measurements. Significant noise was observed at lower frequencies. Above 500 MHz, radiated emissions were generally within limits, indicating that communication links at S-band and higher frequencies will not be affected. Other test data taken with a diagnostic array of calorimeters, radiometers, witness plates, and a residual gas analyzer evidenced compatible operation, and added to the data base for arcjet system integration. Two test series were conducted. The first series only included the arcjet and diagnostic array operating at approximately 0.1 torr background pressure. The second series added the qualification model spacecraft, a solar panel, and the helium cryopanels. Tests were conducted at 0.1 torr and 10(exp-5) torr. The arcjet thruster was canted 20 degrees relative to the solar panel axis, typical of the configuration used for stationkeeping thrusters on geosynchronous communications satellites.
The three Antarctic meteorites B7904, Y82162, and Y86720 are unusual because they have characteristics in common with both CI and CM groups and because they apparently underwent thermal alteration after hydrous alteration on their parent body. They are also spectrally similar (visible and near-IR) to C, G, B, and F asteroids, which may imply that the surface materials on those asteroids may have undergone thermal alteration. Based on the reflectance spectra of samples of Murchison (CM2 carbonaceous chondrite) that were thermally altered in the laboratory (cryopumped and initial 10(exp -5) atm H2), Hiroi et al. concluded that putative thermal alteration occurred at temperatures of 600 to 1000 C. Similar experiments have been done on Murchison and reported mineralogical changes based on data from transmission electron diffraction microscopy, electron diffraction, and analytical electron microscopy. We report here the Mossbauer mineralogy of the same samples of thermally-altered Murchison. Mossbauer mineralogy gives the molar distribution of Fe among its oxidation states and iron-bearing mineralogies.
The work described in this report covers various aspects of the Rainbow solid-state actuator technology. It is presented in six parts dealing with materials, processing, fabrication, properties and associated phenomena. The Rainbow actuator technology is a relatively new materials development which had its inception in 1992. It consists of a new processing technology for preparing piezoelectric and electrostrictive ceramic materials. It involves a high temperature chemical reduction process which leads to an internal pre-stressing of the oxide wafer, thus the name Rainbow, an acronym for Reduced And INternally Biased Oxide Wafer. Ceramics fabricated by this method produce bending-mode actuator devices which possess several times more displacement and load bearing capacity than present-day benders (unimorphs, bimorphs). It is anticipated that these solid-state, electromechanical actuators which can be used in a number of applications in space such as cryopump motors, anti-vibration active structures, autoleveling platforms, telescope mirror correctors and autofocusing devices. When considering any of these applications, the key to the development of a successful device is the successful development of a ceramic material which can produce maximum displacement per volt input; hence, this initiative involving a solid-state means for achieving unusually high electromechanical displacement can be significant and far reaching. An additional benefit obtained from employing the piezoelectric effect in these actuator devices is the ability to also utilize them as sensors; and, indeed, they can be used as both motor (actuator) and generator (sensor) in multifunction devices.
This paper presents an alternative concept that employs existing technologies and off-the-shelf components to liquefy gaseous oxygen from an in-situ propellant production (ISPP) unit and to store the liquid oxygen without boil-off loss. A primary goal is to minimize active components with a secondary goal of designing the active component in a protected or failure-free environment. The resulting design requires only one active component, a compressor operating in a closed and consequently more protected system. The design avoids pumps as active components by employing cryopumping for gaseous oxygen (GOX) and gravity transfer for liquid oxygen (LOX).
Rigid fibrous refractory insulations (TPS tiles) are integral components of many spacecraft thermal protection systems. These materials are composed of refractory fibers With diameters on the order of 1 to 15 micrometers. They are lightweight and have an open, highly porous microstructure. Typical densities are less than 500 kilograms per cubic meters, and porosities generally exceed 0.8. Because of their open porosity, these materials are permeable to gas glow. There are numerous instances in which internal gas transport in a thermal protection system could be important; examples include the penetration of hot boundary-layer gases into the insulation, the flow of decomposition (pyrolysis) products from the interior, the use of convective flows to mitigate ice formation caused by cryopumping, and the design of refractory vents for pressure equilibration during atmospheric entry. Computational analysis of gas flow through porous media requires values of permeability which have not previously been available for the rigid fibrous insulations used in thermal protection systems. This paper will document measurements of permeability for a variety of insulations from NASA's LI, FRCI, and AETB families of lightweight ceramic ablators. The directional anisotropy of permeability and its dependence on gas pressure and material density will be presented. It will be shown that rarified-flow effects are significant in the flow through such materials. Connections will be drawn between the insulation microstructure and permeability. The paper will also include representative computations of flow through rigid fibrous insulations.
Vacuum ultraviolet (VUV) radiation of wavelengths between 115 and 200 nm produced by the Sun in the space environment can degrade polymer films, producing changes in their optical, mechanical, and chemical properties. These effects are particularly important for thin polymer films being considered for ultralightweight space structures, because, for most polymers, VUV radiation is absorbed in a thin surface layer. The NASA Glenn Research Center has developed facilities and methods for long-term ground testing of polymer films to evaluate space environmental VUV radiation effects. VUV exposure can also be used as part of combined or sequential simulated space environmental exposures to determine combined damaging effects with other aspects of the space environment, which include solar ultraviolet radiation, solar flare x-rays, electron and proton radiation, atomic oxygen (for low-Earth-orbit missions), and temperature effects. Because the wavelength sensitivity of VUV damage is not well known for most materials, Glenn's VUV facility uses a broad-spectrum deuterium lamp with a magnesium fluoride window that provides output between 115 and 200 nm. Deuterium lamps of this type were characterized by the National Institute of Standards and Technology and through measurements at Glenn. Spectral irradiance measurements show that from approximately 115 to 160 nm, deuterium lamp irradiance can be many times that of air mass zero solar irradiance, and as wavelength increases above approximately 160 nm, deuterium lamp irradiance decreases in comparison to the Sun. The facility is a cryopumped vacuum chamber that achieves a system pressure of approximately 5310(exp -6) torr. It contains four individual VUV-exposure compartments in vacuum, separated by water-cooled copper walls to minimize VUV radiation and any sample contamination cross interactions between compartments. Each VUV-exposure compartment contains a VUV deuterium lamp, a motor-controlled sample stage coupled with a moveable cesium iodide VUV phototube, and two thermocouples for temperature measurement. The vacuum chamber and exterior equipment is shown. Each VUV lamp is located at the top of the chamber with its projection-tube pushed through an O-ring compression fitting. The lamp assemblies are located on ports that can be isolated from the rest of the vacuum chamber, permitting maintenance or replacement of the lamps without breaking vacuum in the main chamber where the samples are located. A view of two of the four interior VUV-exposure compartments, including the moveable sample stages and detector holders is also shown. Glenn is using this facility to support testing of Next Generation Space Telescope sunshield materials that is being led by the NASA Goddard Space Flight Center and to develop an understanding of the wavelength, intensity, and temperature dependence of VUV-induced polymer degradation.
NASA s Johnson Space Center (JSC) Building 32 houses two large thermal-vacuum chambers (Chamber A and Chamber B). Within these chambers are liquid nitrogen shrouds to provide a thermal environment and helium panels which operate at 20K to provide cryopumping. Some amount of air leakage into the chambers during tests is inevitable. This causes "air fouling" of the helium panel surfaces due to the components of the air that adhere to the panels. The air fouling causes the emittance of the helium panels to increase during tests. The increase in helium panel emittance increases the heat load on the helium refrigerator that supplies the 20K helium for those panels. Planning for thermal-vacuum tests should account for this increase to make sure that the helium refrigerator capacity will not be exceeded over the duration of a test. During a recent test conducted in Chamber B a known-size air leak was introduced to the chamber. Emittance change of the helium panels and the affect on the helium refrigerator was characterized. A description of the test and the results will be presented.
A new 20 K helium refrigerator installed at NASA Johnson Space Center's Space Environment Simulation Laboratory (SESL) was successfully commissioned and tested in 2012. The refrigerator is used to create a deep space environment within SESL s Chamber A to perform ground testing of the James Webb Space Telescope. The chamber previously and currently still has helium cryopumping panels (CPP) and LN2 shrouds used to create Low Earth Orbit environments. Now with the new refrigerator and new helium shrouds (45 x 65 ) the chamber can create a deep space environment. The process design, system analysis, specification development, and commissioning oversight were performed by the cryogenics department at Jefferson Labs, while the contracts and system installation was performed by the ESC group at JSC. Commissioning data indicate a inverse coefficient of performance better than 70 W/W for a 18 KW load at 20 K (accounting for liquid nitrogen precooling power) that remains essentially constant down to 1/3 of this load. Even at 10 percent of the maximum capacity, the performance is better than 140 W/W at 20K. The refrigerator exceeded all design goals and demonstrated the ability to support a wide load range from 10kW at 15 K to 100 kW at 100K. The refrigerator is capable of operating at any load temperature from 15K to ambient with tight temperature stability. The new shroud (36 tons of aluminum) can be cooled from room temperature to 20 K in 24 hours. This paper will outline the process design and commissioning results.
Cryocooling of large areas such as optics, detector arrays, and cryogenic propellant tanks is required for future NASA missions. A cryogenic loop heat pipe (CLHP) can provide a closed-loop cooling system for this purpose and has many advantages over other devices in terms of reduced mass, reduced vibration, high reliability, and long life. A neon CLHP was tested extensively in a thermal vacuum chamber using a cryopump as the heat sink to characterize its transient and steady performance and verify its ability to cool large areas or components. Tests conducted included loop cool-down from the ambient temperature, startup, power cycle, heat removal capability, loop capillary limit and recovery from a dry-out, low power operation, and long duration steady state operation. The neon CLHP demonstrated robust operation. The loop could be cooled from the ambient temperature to subcritical temperatures very effectively, and could start successfully by applying power to both the pump and evaporator without any pre-conditioning. It could adapt to changes in the pump power andor evaporator power, and reach a new steady state very quickly. The evaporator could remove heat loads between 0.25W and 4W. When the pump capillary limit was exceeded, the loop could resume its normal function by reducing the pump power. Steady state operations were demonstrated for up to 6 hours. The ability of the neon loop to cool large areas was therefore successfully verified.
CUBESATS are relatively new spacecraft platforms that are typically deployed from a launch vehicle as a secondary payload,1 providing low-cost access to space for a wide range of end-users. These satellites are comprised of building blocks having dimensions of 10x10x10 cm cu and a mass of 1.33 kg (a 1-U size). While providing low-cost access to space, a major operational limitation is the lack of a propulsion system that can fit within a CubeSat and is capable of executing high delta v maneuvers. This makes it difficult to use CubeSats on missions requiring certain types of maneuvers (i.e. formation flying, spacecraft rendezvous). Recently, work has been performed investigating the use of iodine as a propellant for Hall-effect thrusters (HETs) 2 that could subsequently be used to provide a high specific impulse path to CubeSat propulsion. Iodine stores as a dense solid at very low pressures, making it acceptable as a propellant on a secondary payload. It has exceptionally high ρIsp (density times specific impulse), making it an enabling technology for small satellite near-term applications and providing the potential for systems-level advantages over mid-term high power electric propulsion options. Iodine flow can also be thermally regulated, subliming at relatively low temperature ( less than100 C) to yield I2 vapor at or below 50 torr. At low power, the measured performance of an iodine-fed HET is very similar to that of a state-of-the-art xenon-fed thruster. Just as importantly, the current-voltage discharge characteristics of low power iodine-fed and xenon-fed thrusters are remarkably similar, potentially reducing development and qualifications costs by making it possible to use an already-qualified xenon-HET PPU in an iodine-fed system. Finally, a cold surface can be installed in a vacuum test chamber on which expended iodine propellant can deposit. In addition, the temperature doesn't have to be extremely cold to maintain a low vapor pressure in the vacuum chamber (it is under 10(exp -6) torr at -75 C), making it possible to 'cryopump' the propellant with lower-cost recirculating refrigerant-based systems as opposed to using liquid nitrogen or low temperature gaseous helium cryopanels. In the present paper, we describe testing performed using an iodine-fed 200 W Hall thruster mounted to a thrust stand and operated in conjunction with MSFCs Small Projects Rapid Integration and Test Environment (SPRITE) Portable Hardware In the Loop (PHIL) hardware. This work is performed in support of the iodine satellite (iSAT) project, which aims to fly a 200-W iodine-fed thruster on a 12-U CubeSat. The SPRITE PHIL hardware allows a given vehicle to do a checkout of its avionics algorithm by allowing it to monitor and feed data to simulated sensors and effectors in a digital environment. These data are then used to determine the attitude of the vehicle and a separate computer is used to interpret the data set and visualize it using a 3D graphical interface. The PHIL hardware allows the testing of the vehicles bus by providing 'real' hardware interfaces (in the case of this test a real RS422 bus) and specific components can be modeled to show their interactions with the avionics algorithm (e.g. a thruster model). For the iSAT project the PHIL is used to visualize the operating cycle of the thruster and the subsequent effect this thrusting has on the attitude of the satellite over a given period of time. The test is controlled using software running on an Andrews Space Cortex 160 flight computer. This computer is the current baseline for a full iSAT mission. While the test could be conducted with a lab computer and software, the team chose to exercise the propulsion system with a representative CubeSat-class computer. For purposes of this test, the "flight" software monitored the propulsion and PPU systems, controlled operation of the thruster, and provided thruster state data to the PHIL simulation. Commands to operate the thruster were initiated from an operator's workstation outside the vacuum chamber and passed through the Cortex 160 to exercise portions of the flight avionics. Two custom-designed pieces of electronics hardware have been designed to operate the propellant feed system. One piece of hardware is an auxiliary board that controls a latch valve, proportional flow control valves (PFCVs) and valve heaters as well as measuring pressures, temperatures and PFCV feedback voltage. An onboard FPGA provides a serial link for issuing commands and manages all lower level input-output functions. The other piece of hardware is a power distribution board, which accepts a standard bus voltage input and converts this voltage into all the different current-voltage types required to operate the auxiliary board. These electronics boards are located in the vacuum chamber near the thruster, exposing this hardware to both the vacuum and plasma environments they would encounter during a mission, with these components communicating to the flight computer through an RS-422 interface. The auxiliary board FPGA provides a 28V MOSFET switch circuit with a 20ms pulse to open or close the iodine propellant feed system latch valve. The FPGA provides a pulse width modulation (PWM) signal to a DC/DC boost converter to produce the 12-120V needed for control of the proportional flow control valve. There are eight MOSFET-switched heating circuits in the system. Heaters are 28V and located in the latch valve, PFCV, propellant tank and propellant feed lines. Both the latch valve and PFCV have thermistors built into them for temperature monitoring. There are also seven resistance temperature device (RTD) circuits on the auxiliary board that can be used to measure the propellant tank and feedline temperatures. The signals are conditioned and sent to an analog to digital converter (ADC), which is directly commanded and controlled by the FPGA.
CUBESATS are relatively new spacecraft platforms that are typically deployed from a launch vehicle as a secondary payload, providing low-cost access to space for a wide range of end-users. These satellites are comprised of building blocks having dimensions of 10x10x10 cu cm and a mass of 1.33 kg (a 1-U size). While providing low-cost access to space, a major operational limitation is the lack of a propulsion system that can fit within a CubeSat and is capable of executing high (Delta)v maneuvers. This makes it difficult to use CubeSats on missions requiring certain types of maneuvers (i.e. formation flying, spacecraft rendezvous). Recently, work has been performed investigating the use of iodine as a propellant for Hall-effect thrusters (HETs) 2 that could subsequently be used to provide a high specific impulse path to CubeSat propulsion. 3, 4 Iodine stores as a dense solid at very low pressures, making it acceptable as a propellant on a secondary payload. It has exceptionally high ρIsp (density times specific impulse), making it an enabling technology for small satellite near-term applications and providing the potential for systems-level advantages over mid-term high power electric propulsion options. Iodine flow can also be thermally regulated, subliming at relatively low temperature (< 100 C) to yield I2 vapor at or below 50 torr. At low power, the measured performance of an iodine-fed HET is very similar to that of a state-of-the-art xenon-fed thruster. Just as importantly, the current-voltage discharge characteristics of low power iodine-fed and xenon-fed thrusters are remarkably similar, potentially reducing development and qualifications costs by making it possible to use an already-qualified xenon-HET PPU in an iodine-fed system. Finally, a cold surface can be installed in a vacuum test chamber on which expended iodine propellant can deposit. In addition, the temperature doesn't have to be extremely cold to maintain a low vapor pressure in the vacuum chamber (it is under 10(exp −6) torr at −75 C), making it possible to 'cryopump' the propellant with lower-cost recirculating refrigerant-based systems as opposed to using liquid nitrogen or low temperature gaseous helium cryopanels. In the present paper, we describe the design and testing of the engineering model propellant feed system for iSAT (see Fig. 1). The feed system is based around an iodine propellant reservoir and two proportional control valves (PFCVs) that meter the iodine flow to the cathode and anode. The flow is split upstream of the PFCVs to both components can be fed from a common reservoir. Testing of the reservoir is reported to demonstrate that the design is capable of delivering the required propellant flow rates to operate the thruster. The tubing and reservoir are fabricated from hastelloy to resist corrosion by the heated gaseous iodine propellant. The reservoir, tubing, and PFCVs are heated to ensure the sublimed propellant will not re-deposit within the feed system. Heating is accomplished through a number of individual zones to control the overall power expended on heating the system and insulation is employed to minimize the amount of power used to heat the system prior to thruster operation.
Human exploration-class launch vehicles are inherently prone to debris due to the extreme environments generated during pre-launch operations, liftoff, and flight. The use of cryogenic propellants often requires thermal protection system (TPS) coatings, typically foam, to maintain the propellant conditions in the tank and prevent an accumulation ice on the external surface of the vehicle. Some ice growth is to be expected at umbilical interfaces, vents, flanges, or brackets where it is difficult to apply TPS. This ice may come loose at any time due to wind on the launch pad, structural vibration and acoustics after rocket ignition, or aerodynamic forces during flight. This phenomena is especially apparent on vehicles with no TPS, such as the Saturn V rockets used in the Apollo Program, see Figure 1. During propellant tanking, the thermal contraction of the underlying substrate may generate cracks in the TPS (Figure 1). Chunks of TPS can release due to the expansion of ingested gas from cryopumping or from aerodynamic forces if the crack creates an offset surface. Most foams will also have a certain amount of “popcorning” where small pieces of foam will pop off during flight because of the differential between the static surface pressure and the pressure of the gas trapped in the foam cell structure. There are a number of other coating or closeout materials that may be shed from the vehicle and become debris. During pre-launch operations and liftoff, the vehicle may also be exposed to debris originating from the launch pad or ground support equipment. This debris is separate from foreign object debris, or FOD, which is not intended to be present and is strictly controlled through operations and maintenance procedures. In this case, debris is generated from hardware and materials that are necessary for launch and are subject to the intense vibration, acoustics, and direct plume impingement of the launch environment. Examples include ice from umbilicals, tape and tie wraps that protect cables, and rust or corrosion from the launch platform. While NASA has historically been aware of debris as a potential issue that could cause a failure resulting in loss of mission, loss of vehicle, or loss of crew, the likelihood and severity of that risk was not always well understood or given sufficient weight in program and flight decisions. After the Space Shuttle Columbia accident (STS-107), the investigation found that foam TPS debris shed from the external tank was the proximate cause of the damage to the orbiter wing. Six previous observations of debris released from the foam ramp that covered the bipod connecting the forward end of the orbiter to the external tank resulted in minor changes or were determined to be accepted flight risks. Two occurrences of bipod ramp foam loss were not identified until the STS-107 investigation. Despite the damage inflicted by these debris strikes, the Shuttle Program Requirements Control Board deemed the vehicle safe to fly. During the Return to Flight effort following the Columbia disaster, NASA Engineering developed a process for the assessment of debris transport, impact, and damage tolerance to support independent assessments of risk by NASA Safety and Mission Assurance (S&MA). Under this system, each element (vehicle or ground system) defines a catalog of all expected debris based on launch history, component testing, or analysis. Debris transport analysis (DTA) is conducted using the debris catalog characteristics and potential flow transport mechanisms (e.g., vehicle aerodynamics, gravity, wind, plume-driven). The predicted debris impact locations and velocities are provided to the hardware owners, who use available test data and analysis to determine whether each component can withstand the impacts. In cases where the element hardware may be severely damaged or fail, the options are to mitigate the debris source through some change in design or operation, or to work with S&MA to try to characterize the probability of the impact and damage for program risk acceptance. Because of the differences in debris characteristics and transport, the DTA has been divided between the Liftoff and Ascent regimes. The development and application of Liftoff DTA methodology from the Shuttle Program to the current Artemis Program is the subject of this paper. Liftoff DTA covers the time from the start of pre-launch operations at the launch pad, up until the vehicle clears the launch tower and there is no longer any interaction with ground systems. Debris transport during this period is broadly classified as either gravity, wind, and plume-entrained (GWPE) or plume driven (PD). GWPE debris is generally lower speed, travelling in a forward-to-aft direction. PD transport includes flow features from the rocket ignition transient, as well as plume impingement and recirculation that occur as the vehicle lifts off the launch platform. In these cases, the debris typically moves in an aft-to-forward direction at higher speeds. The applicable transport mechanisms must be considered for each piece of debris depending on the material, and release location and time. For example, rust or metallic debris from the tower could fall (GWPE) and impact the vehicle before landing on the launch platform deck where it could be also be transported by plume impingement (PD). However, falling ice (GWPE) from an umbilical is unlikely to survive impact with the vehicle or launch platform and be available for PD transport. Modeling of debris transport is accomplished using a set of DTA tools which simulate debris trajectories subject to a reference frame acceleration (i.e., gravity) and aerodynamic drag. Where the trajectory encounters a solid surface, the debris is allowed to rebound with a specified coefficient of restitution. The drag is calculated by interpolating the fluid state at each point in the debris trajectory from high-fidelity computational fluid dynamics (CFD) simulations of the launch vehicle and pad. The CFD data may either be static (steady state or time averaged), typically for GWPE transport, or dynamic (time-accurate) for PD flow features like the ignition transient. Examples of the CFD flow field solutions for the Space Launch System (SLS) rocket and launch pad are shown in Figure 2. Typical SLS debris trajectory predictions from DTA are illustrated in Figure 3. The final version of this paper will include a more detailed examination of the Liftoff DTA process developed during the Shuttle Program, and how it has been augmented and applied to the SLS rocket under the Artemis Program. Comparisons with debris observations from the Artemis I launch will demonstrate validation of the tools and methodology.
The US is among seven partner nations in a collaborative effort to design, build, and demonstrate fusion’s ability to be a large-scale carbon free energy source. Each country has its own Domestic Agencies (DA) that contribute directly to the ITER project. US ITER, which is a DOE Office of Science project managed by Oak Ridge National Laboratory, is developing world class engineering solutions to the design, construction, and assembly of the burning plasma experiment that can demonstrate the scientific and technological feasibility of fusion. US ITER’s scope includes completing the preliminary and final design, qualifying materials and processes for manufacture and testing, executing manufacturing, and delivering the Fueling Pellet Injection System (FPIS) to the ITER site for assembly. The US-ITER FPIS system is designed to inject cryogenically frozen pellets of deuterium-tritium (D-T) into the plasma. The FPIS has two main functions: 1. Provide a steady supply of deuterium and tritium fuel, 2. Mitigating the impact of edge localized modes on the plasma facing components. The FPIS will have the capability to reside in three port cells within a tritium second barrier containment cask. Each pellet cask contains three flight tubes linking with penetrations on the torus cryopump housing and vacuum vessel (VV): two for the magnetic high field side (HFS) pellet injection and one for the magnetic low field side (LFS) pellet injection. This paper presents results of the thermal-structural analyses of the FPIS flight tube structural components when subjected to various loads such as electromagnetic (EM) loads, nuclear heating, seismic, and operational, and dynamic shock events. The resulting temperatures and stresses under combined conditions have been found to satisfy the design criteria to ensure safe and reliable operation of the FPIS flight tubes within the vacuum vessel.
We report the design, commissioning, and operation of deuterium-deuterium (DD) and deuterium-tritium (DT) gas delivery systems developed to load a diamond anvil cell (DAC) beam target for muon-catalyzed fusion (muCF). The DAC approach enables DT fuel to be compressed to GPa pressures at more than twice the liquid density and heated from cryogenic temperatures through 500 K, opening access to a substantially expanded parameter range for muCF kinetics and yield measurements. In this approach, DT is cryo-condensed to a liquid in a minichamber and then compressed in the DAC using a helium-driven pneumatic membrane, achieving high pressures in a millimeter-scale DT sample volume. A DD gas delivery system was designed and used to validate the experimental apparatus, measure the gas quantities needed for filling, develop operational experience, and collect kinetics and yield data with DD targets. The DT gas delivery system adds tritium-specific capabilities for inventory minimization, secondary containment, and activity monitoring. The DT system integrates depleted uranium storage beds and a liquid helium cryogenic condenser used for pressure building and cryopumping. High-purity delivery is provided by a rapid-response palladium permeator. The system is housed in a helium-atmosphere glovebox held at negative pressure with continuous cleanup. We present the process and instrumentation design, a failure modes and effects analysis (FMEA), and data from the experiment's in situ Raman spectrometer, which provides direct confirmation of target loading and composition through the optically clear diamond anvils. The 2024 and 2025 DT campaigns achieved repeatable target fills and operation with no measurable tritium releases to the stack, demonstrating safe, high-purity DT loading at novel density-temperature conditions for muCF studies.