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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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At least 721 records · Page 40

SERT II 1980 extended flight thruster experiments

The SERT II spacecraft, launched in 1970, has been maintained in an operational, but intermittent status since 1971. This paper presents the flight results obtained from mid 1979 through December 1980. Near continuous solar power in 1979 and 1980 has enabled long periods of thruster endurance testing. Three of four propellant tanks have been exhausted with no significant change in thruster system operation before being empty. A new plasma mode thrust has been characterized and direct thrust measurements obtained. Other tests, including beam neutralization by various neutralizer sources, give insight to electron conduction across plasmas in space and provide a basis to model neutralization of thruster arrays.

Kerslake, W. R.↗

Performance Measurements of Electric Solid Propellant in an Ablative Pulsed Electric Thruster

Electric solid propellants are advanced solid chemical rocket propellants that can be controlled (ignited, throttled and extinguished) through the application and removal of an electric current. These propellants may also be used for electric in-space propulsion, specifically in the ablative pulsed plasma thruster. In this paper, we will investigate the performance of an electric solid propellant operating in an ablation-fed pulsed plasma device by use of an inverted pendulum micro-Newton thrust stand. Namely, the impulse-per-pulse and the specific impulse of the device using the electric solid propellant will be reported for test runs of 100 pulses and energy levels of 5, 10, 15 and 20 J. Further, the device will also be tested using the current state-of-the-art pulsed plasma thruster propellant, polytetrafluoroethylene. The performance of each propellant will be compared for each energy level using an identical setup and apparatus. This comparison of performance between propellants in a controlled setting will allow for better understanding of previous experimental observations.

Glascock, Matthew S.↗

Propeller slipstream wing interactions at Mach no. 0.8

Configuration and results of a wind tunnel test of the aerodynamic interactions between propeller slipstream and a supercritical wing at transonic Mach numbers are discussed. The test was conducted over a free-stream Mach number range from 0.7 to 0.84, with the slipstream simulator and the wing-body model installed in the tunnel. The angle of attack and the spanning lift coefficients were varied from 1 to 3 deg and from 0.4 to 0.7 deg respectively, while the slipstream swirl angle was varied from 0 to 11 deg with an upwash on the inboard side of the wing. It was found that at a free-stream Mach number of 0.8 and a lift coefficient of 0.5, incremental drag results for 7 deg of swirl and a slipstream Mach number of 0.87 indicated a penalty equivalent to a 0.024 loss in propeller efficiency, whereas at 11 deg the drag increment was favorable. Swirl had significant effects on the chordwise pressure distributions of the inboard section of the wing within the slipstream. Neither surface nor wake pressures showed signs of significant flow separation induced by the slipstream.

Bencze, D. P.↗

The Iodine Satellite (iSAT) Propellant Feed System - Design and Development

The development, modeling, and testing of components and subsystems required to feed iodine propellant to a 200-W Hall thruster and cathode are described. This work aims to address design deficiencies and issues associated with the propellant feed system that were revealed by an integrated thruster-cathode-feed system test. The feed system design is modified to use materials that are more resistant to the highly-reactive nature of iodine propellant. Dynamic modeling indicates that the inclusion of additional constraints on feed system tubing will reduce the vibrationally-induced stresses that occur during launch. Full spacecraft thermal modeling show that the feed system heater power levels are sufficient to heat the tank and propellant lines to operating temperatures, where iodine in the tank is sublimed to supply propellant for operation and the tubing is elevated in temperature to keep propellant from redepositing to block the flow. Experiments are conducted to demonstrate that is it possible through the application of heating to clear an iodine deposit blocking the flow. Deposits in the low-pressure portion of the system near the exit to vacuum are shown to be relatively easy to remove in this manner while blockages forming upstream nearer to the higher-pressure propellant tank require significantly more effort to remove. Fluid flow modeling of the feed system is performed, exhibiting some qualitative agreement with experimental data. However, the highly viscous nature of the fluid flow and the dependence of the component flow coefficients on the Reynolds number are likely causes of the generally-poor quantitative agreement between the modeling results and experimentally-measured fluid flow properties.

Polzin, Kurt A.↗

NASA's Robotic Lunar Lander Development Project

Since early 2005, NASA's Robotic Lunar Lander Development (RLLD) office at NASA MSFC, in partnership with the Applied Physics Laboratory (APL), has developed mission concepts and preformed risk-reduction activities to address planetary science and exploration objectives uniquely met with landed missions. The RLLD team developed several concepts for lunar human-exploration precursor missions to demonstrate precision landing and in-situ resource utilization, a multi-node lunar geophysical network mission, either as a stand-alone mission, or as part of the International Lunar Network (ILN), a Lunar Polar Volatiles Explorer and a Mercury lander mission for the Planetary Science decadal survey, and an asteroid rendezvous and landing mission for the Exploration Precursor Robotics Mission (xPRM) office. The RLLD team has conducted an extensive number of risk-reduction activities in areas common to all lander concepts, including thruster testing, propulsion thermal control demonstration, composite deck design and fabrication, and landing leg stability and vibration. In parallel, the team has developed two robotic lander testbeds providing closed-loop, autonomous hover and descent activities for integration and testing of flight-like components and algorithms. A compressed-air test article had its first flight in September 2009 and completed over 150 successful flights. This small test article (107 kg dry/146 kg wet) uses a central throttleable thruster to offset gravity, plus 3 descent thrusters (~37lbf ea) and 6 attitude-control thrusters (~12lbf ea) to emulate the flight system with pulsed operation over approximately 10s of flight time. The test article uses carbon composite honeycomb decks, custom avionics (COTS components assembled in-house), and custom flight and ground software. A larger (206 kg dry/322 kg wet), hydrogen peroxide-propelled vehicle began flight tests in spring 2011 and fly over 30 successful flights to a maximum altitude of 30m. The monoprop testbed also uses a central gravity-canceling thruster and 3 descent thrusters, but has 12 attitude-control thrusters and a maximum flight time of over a minute. The testbed uses aluminum ortho-grid decks, an LN200-1 IMU, Roke Manor Radar Altimeter, Illunis optical cameras, Novatel Pro-Pak GPS truth data system, Pressure transducers & thermocouples for housekeeping, "In-Control" ground system software, and the core Flight Executive (cFE) modular software environment. The peroxide lander testbed is able to accept other sensors and algorithms for testing, both from within NASA and from other customers. Through these activities, the RLLD team has significantly reduced technical risks for all small and medium class robotic landers for the Moon and other airless planetary bodies.

Cohen, Barbara A.↗

Flowing gas, non-nuclear experiments on the gas core reactor

Variations in cavity wall and injection configurations of the gas core reactor were aimed at establishing flow patterns that give a maximum of the nuclear criticality eigenvalue. Correlation with the nuclear effect was made using multigroup diffusion theory normalized by previous benchmark critical experiments. Air was used to simulate the hydrogen propellant in the flow tests, and smoked air, argon, or Freon to simulate the central nuclear fuel gas. Tests were run both in the down-firing and upfiring directions. Results showed that acceptable flow patterns with volume fraction for the simulated nuclear fuel gas and high flow rate ratios of propellant to fuel can be obtained. Using a point injector for the fuel, good flow patterns are obtained by directing the outer gas at high velocity long the cavity wall, using louvered injection schemes. Recirculation patterns were needed to stabilize the heavy central gas when different gases are used.

Kunze, J. F.↗

Propellant Densification for Shuttle: The SSME Perspective

The subject of cryogenic propellant densification as a potential upgrade to the Space Shuttle is a subject that has been raised on several occasions over the last decade. Due to advancements in densification technology made as a part of and in parallel to the X-33 project, the subject was raised and studied once again in May 2001. Across the Space Shuttle program people from many disciplines converged to discuss issues and perform trade studies to determine whether densified propellants was worth pursuing. This paper discusses one of these areas, specifically the Space Shuttle Main Engine (SSME). The effects of propellant densification on steady state performance are presented along with discussions of potential transient performance issues. Engine component redesign and retrofit issues are discussed as well the high level requirements to modify the ground test stands to accommodate propellant densification hardware and tanks. And finally, the matter of programmatic concerns enters the subject at hand as part of a discussion of SSME recertification requirements. In the end, potential benefits to SSME performance can be demonstrated and, subject to the densification scheme chosen, there does not appear to insurmountable technical obstacles.

Greene, William D.↗

Free-Flight Investigation of a Rocket-Propelled Model to Determine the Aerodynamic Heating on a Thin, Unswept, Untapered, Multispar, Aluminum-Alloy Wing at Mach Numbers up to 2.22

A free-flight investigation has been made to determine some effects of aerodynamic heating on the structural behavior of a wing at supersonic speeds. The test wing was a thin, unswept, untapered, multispar, aluminum-alloy wing having a 20-inch chord, a 20-inch exposed semispan, and a circular-arc airfoil section with a thickness ratio of 5 percent. The wing was tested on a model propelled by a two-stage rocket-propulsion system to a Mach number of 2.22 and a corresponding Reynolds number per foot of 13.2 x 10(6) Reasonably good agreement was obtained between Stanton numbers obtained from measured temperature-time data and values obtained by the theory of Van Driest for flat plates having turbulent boundary layers. Temperature measurements made in the skin of the wing and in the internal structures agreed well with calculated values. The wing was instrumented to detect any apparent fluttering motion in the wing, but no evidence of flutter was observed throughout the flight.

Stephens, Emily W.↗

Spacecraft Priming Analysis and Research Test Apparatus: Number 1 (SPARTAN 1), Test and Analysis Results

Spacecraft with Earth-storable propellants are required by range safety to launch with propellant isolated from the thrusters for ground operations, which is often accomplished by placing a pyrotechnic, or a latching isolation valve between the tank and the thrusters. Once on-orbit, downstream lines are vented out to space through the thrusters and are left evacuated and at vacuum pressure. Propellant isolation valve then opens and floods the lines with high velocity propellant which can lead to a significant pressure surge upon filling. Replicating this event during ground testing using water as a propellant simulant has always been difficult and costly to accurately perform due to the low vacuum pressure targeted on the downstream side of the system. This report describes the Spacecraft Priming Analysis and Research Test Apparatus (SPARTA) at Marshall Space Flight Center’s (MSFC) Component Development Area (CDA) and the initial test series meant to be a pathfinder for construction methods and test procedures to reduce the cost of future testing. The test data collected are critical to analytical models as the details to replicate prior ground tests are often lacking in enough detail to adequately model the test that was conducted. This report also describes the Thermal Desktop/FloCAD analysis that was performed alongside the test series. The test methods defined for this campaign showed a dramatic improvement on heritage test procedures. Test pace increased due to faster drying and pulling vacuum more effectively. Results generated in this test matched analytical predictions very well and provide a releasable set of test data to be leveraged on future NASA and commercial partner spacecraft development programs.

spacecraft↗

Velocity Vector Field Visualization of Flow in Liquid Acquisition Device Channel

A capillary flow liquid acquisition device (LAD) for cryogenic propellants has been developed and tested in NASA Glenn Research Center to meet the requirements of transferring cryogenic liquid propellants from storage tanks to an engine in reduced gravity environments. The prototypical mesh screen channel LAD was fabricated with a mesh screen, covering a rectangular flow channel with a cylindrical outlet tube, and was tested with liquid oxygen (LOX). In order to better understand the performance in various gravity environments and orientations at different liquid submersion depths of the screen channel LAD, a series of computational fluid dynamics (CFD) simulations of LOX flow through the LAD screen channel was undertaken. The resulting velocity vector field visualization for the flow in the channel has been used to reveal the gravity effects on the flow in the screen channel.

McQuillen, John B.↗

Characteristics of 30-centimeter mercury ion thrusters

The technology development of the 30 centimeter J series mercury ion thruster for prime propulsion application in solar electric propulsion systems is described. Thruster design is reviewed. A standardized set of test and data recording procedures formulated to allow for the characterization of the J series thruster is described. Characteristics measured are the magnetic baffle characterization, the neutralizer characterization, perveance, the minimum eV/ion measurement, and the electrical and propellant utilization efficiency measurements. Test results are presented.

Maloy, J. E.↗

Investigation of a subsonic-arc-attachment thruster using segmented anodes

To investigate high frequency arc instabilities observed in subsonic-arc-attachment thrusters, a 3 kW, segmented-anode arcjet was designed and tested using hydrogen as the propellant. The thruster nozzle geometry was scaled from a 30 kW design previously tested in the 1960's. By observing the current to each segment and the arc voltage, it was determined that the 75-200 kHz instabilities were results of axial movements of the arc anode attachment point. The arc attachment point was fully contained in the subsonic portion of the nozzle for nearly all flow rates. The effects of isolating selected segments were investigated. In some cases, forcing the arc downstream caused the restrike to cease. Finally, decreasing the background pressure from 18 Pa to 0.05 Pa affected the pressure distribution in the nozzle, including the pressure in the subsonic arc chamber.

Berns, Darren H.↗

Effects of Wing and Nacelle Modifications on Drag and Wake Characteristics of a Bomber-Type Airplane Model

An investigation of a model of a large four-engine bomber was conducted in the Langley 19-f'oot pressure tunnel to determine the effects of several wing and nacelle modifications on drag characteristics and air­ flow characteristics at the tail. Leading-edge gloves, trailing-edge extensions, and modified nacelle afterbodies were tested individual ly and in combination. The effects of the various modifications were determined by force tests, tuft observations, and turbulence s1ITveys in the region of the tail. Tests were made with fixed and natural transition on the wing and with propellers operating and propellers off. Most of the tests were con- ducted at a Reynolds number of approximately 2.6 x 106. The results indicated that application of certain of the modifications provided worth-while improvements in the characteristics or the model. The flow over the wing and flaps was improved, the drag was reduced, and the turbulence in the region of the tail was reduced. Trailing-edge extensions were the most effective individual modification in improving the flow over the wing with wing flaps neutral, cowl and intercooler flaps clos ed. Modified nacelle afterbodies were the most effectiv8 individual edification in reducing drag with either fixed or natural transition on the wing; however, trailin6-edge extensions were slightly more effective with fixed transition. Combinations of either leading­ or trailing-edge extensions and modified afterbodies were more effective than either modification alone. With cowl and intercooler flaps open, trailing-edge extensions with modified afterbodies provided substantial improvement in flow and drag characteristics. With wing flaps deflected, enclosing the flap behind the inboard nacelle within an extended afterbody or cutting the flaps at the nacelle appeared. to be the most promising methods of improving the f low over the flaps and the tail. Although the results of hot-wire-anenometer surveys were not conclusive in regard to buffeting characteristics, the modifications did educe the turbulence at the tail with wing flaps both neutral and deflected. The modifications, as a rule, were favorable to maximum lift. Appreciable reductions in longitudinal stability of the model were caused by addition of leading -edge gloves and tr ailing -edge extensions.

Neely, Robert H.↗

Investigation of a subsonic-arc-attachment thruster using segmented anodes

To investigate high frequency arc instabilities observed in subsonic-arc-attachment thrusters, a 3 kW, segmented-anode arc jet was designed and tested using hydrogen as the propellant. The thruster nozzle geometry was scaled from a 30 kW design previously tested in the 1960's. By observing the current to each segment and the arc voltage, it was determined that the 75-200 kHz instabilities were results of axial movements of the arc anode attachment point. The arc attachment point was fully contained in the subsonic portion of the nozzle for nearly all flow rates. The effects of isolating selected segments were investigated. In some cases, forcing the arc downstream caused the restrike to cease. Finally, decreasing the background pressure from 18 to 0.05 Pa affected the pressure distribution in the nozzle including the pressure in the subsonic arc chamber.

Berns, Darren H.↗

A Hybrid Mars Ascent Vehicle Design and FY 2016 Technology Development

Hybrid propulsion is currently favored for a Mars Ascent Vehicle (MAV) concept from a thermal performance and Gross Lift Off Mass standpoint. However, it is at a relatively low level of maturity compared to conventional propulsion options. Technology development efforts are currently underway to bring hybrid propulsion to a technology readiness level that would enable its infusion into potential Mars Sample Return. A new propellant combination is being considered for this design that has excellent low temperature behavior. Preliminary results of two ground test campaigns are currently underway to characterize this propellant combination. Hotfire testing is being carried out in parallel at Parabilis Space Technologies and Space Propulsion Group. In addition to the new propellant combination, several other technologies are being pursued for a potential hybrid MAV: hypergolic ignition and Liquid Injection Thrust Vector Control. Both of these technologies have been applied in other rocket applications, e.g. liquid propulsion commonly uses hypergolic propellants and missiles, such as the Minuteman II, have used LITVC in the past. Hypergolic ignition, when oxidizer and fuel combust upon contact, is highly desirable for multiple starts required by the MAV concept. Therefore, testing at Penn State and Purdue is being completed in this area. An updated hybrid propulsion system design for a Mars Ascent Vehicle concept based on JPL’s current understanding of potential Mars Sample Return requirements will be presented, leveraging the advances in technology development as well as updated understanding of how requirements may evolve.

Karp, Ashley C.↗

Propeller tip vortex - A possible contributor to aircraft cabin noise

Wind tunnel model tests support the hypothesis that a propeller tip vortex may subject a downstream wing surface to greater excitation than would be experienced by the aircraft fuselage side wall exposed to propeller-generated noise, ultimately transmitting this structural response to incident dynamic pressure to the cabin interior. Even if structure-borne excitations are less efficient than airborne excitations in the creation of cabin noise, the higher level of the former could still govern cabin noise levels.

Miller, B. A.↗