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NASA NTRS2010

An Overview of the NASA Aeronautics Test Program Strategic Plan

U.S. leadership in aeronautics depends on ready access to technologically advanced, efficient, and affordable aeronautics test capabilities. These systems include major wind tunnels and propulsion test facilities and flight test capabilities. The federal government owns the majority of the major aeronautics test capabilities in the United States, primarily through the National Aeronautics and Space Administration (NASA) and the Department of Defense (DoD), however an overarching strategy for management of these national assets was needed. Therefore, in Fiscal Year (FY) 2006 NASA established the Aeronautics Test Program (ATP) as a two-pronged strategic initiative to: (1) retain and invest in NASA aeronautics test capabilities considered strategically important to the agency and the nation, and (2) establish a strong, high level partnership with the DoD Test Resources Management Center (TRMC), stewards of the DoD test and evaluation infrastructure. Since then, approximately seventy percent of the ATP budget has been directed to underpin fixed and variable costs of facility operations within its portfolio and the balance towards strategic investments in its test facilities, including maintenance and capability upgrades. Also, a strong guiding coalition was established through the National Partnership for Aeronautics Testing (NPAT), with governance by the senior leadership of NASA s Aeronautics Research Mission Directorate (ARMD) and the DoD's TRMC. As part of its strategic planning, ATP has performed or participated in many studies and analyses, including assessments of major NASA and DoD aeronautics test capabilities, test facility condition evaluations and market research. The ATP strategy has also benefitted from unpublished RAND research and analysis by Ant n et al. (2009). Together, these various studies, reports and assessments serve as a foundation for a new, five year strategic plan that will guide ATP through FY 2014. Our vision for the future is a balanced portfolio of aeronautics ground and flight test capabilities that advance U.S. leadership in aeronautics in the short and long term. Key to the ATP vision is the concept of availability, not necessarily ownership; that is, NASA does not have to own and operate all facilities that are envisioned for future aeronautics testing. However, ATP will enable access to capabilities which are needed but not owned by NASA through strategic partnerships and reliance agreements. This paper will outline the major aspects of the ATP strategic plan for achieving its mission.

Marshall, Timothy J.↗

DOE OSTI2014

CRADA Final Report For CRADA NO. CR-12-006 [Operation and Testing of an SO 2 -depolarized Electrolyzer (SDE) for the Purpose of Hydrogen and Sulfuric Acid Production]

Over the past several years, Savannah River National Laboratory (SRNL) has led a team of collaborators under the Department of Energy’s (DOE) nuclear hydrogen production program to develop the Hybrid Sulfur (HyS) Process. HyS is a 2-step water-splitting process consisting of high temperature decomposition of sulfuric acid to generate SO 2 , followed by the electrolysis of aqueous SO 2 to generate hydrogen and sulfuric acid. The latter is fed back into the high temperature reactor. SRNL designed and built an SO 2 -depolarized electrolyzer (SDE) and a test facility. Over 40 SDE’s were tested using different catalysts, membranes and other components. SRNL demonstrated that an SDE could be operated continuously for approximately 200 hours under certain conditions without buildup of sulfur at the SDE’s cathode, thus solving a key technical problem with SDE technology. Air Products and Chemicals, Inc. (APCI) is a major supplier of hydrogen production systems, and they have proprietary technology that could benefit from the SDE developed by SRNS, or some improved version thereof. However, to demonstrate that SRNL’s SDE is a truly viable approach to the electrolyzer design, continuous operation for far greater periods of time than 200 hours must be demonstrated, and the electrolyzer must be scaled up to greater hydrogen production capacities. SRNL and Air Products entered into a Cooperative Research and Development Agreement with the objective of demonstrating the effectiveness of the SDE for hydrogen and sulfuric acid production and to demonstrate long-term continuous operation so as to dramatically increase the confidence in the SDE design for commercial operation. SRNL prepared a detailed technical report documenting previous SDE development, including the current SDE design and operating conditions that led to the 200-hour sulfurfree testing. SRNL refurbished its single cell SDE test facility and qualified the equipment for continuous operation. A new membrane electrode assembly (MEA) was fabricated and installed in the single cell electrolyzer (60 cm 2 active cell area). Shakedown testing was conducted, and several modifications were made to the test facility equipment. Seven different MEAs were used during testing. Beginning on May 20, 2013, SRNL was able to test the SDE continuously for 1200 hours, including 1000 hours under power to generate hydrogen at an average rate of 10.8 liters per hour. The SDE was not removed or repaired during the 50-day test and was successfully restarted after each shutdown. The test was intentionally stopped after 1200 hours (1000 hours of hydrogen production) due to funding constraints. Post-test examination of the MEA using Scanning Electron Microscopy (SEM) and Energy Dispersive X-ray Microanalysis (EDAX) showed no elemental sulfur deposits or sulfur layer inside the cell, thus successfully achieving the test goals. The results demonstrated that the SDE could be operated for extended periods without major performance degradation or the buildup of sulfur inside the MEA. Air Products conducted an assessment of the economic viability of the SDE based on the “as tested” design. The results indicated that the SDE faces significant economic obstacles in its current state. Further development and scale-up are necessary before the SDE is ready for commercialization.

08 HYDROGEN↗

NASA NTRS1990

A unique high heat flux facility for testing hypersonic engine components

This paper describes the Hot Gas Facility, a unique, reliable, and cost-effective high-heat-flux facility for testing hypersonic engine components developed at the NASA Lewis Research Center. The Hot Gas Facility is capable of providing heat fluxes ranging from 200 Btu/sq ft per sec on flat surfaces up to 8000 Btu/sq ft per sec at a leading edge stagnation point. The usefulness of the Hot Gas Facility for the NASP community was demonstrated by testing hydrogen-cooled structures over a range of temperatures and pressures. Ranges of the Reynolds numbers, Prandtl numbers, enthalpy, and heat fluxes similar to those expected during hypersonic flights were achieved.

Melis, Matthew E.↗

DOE OSTI2016

Experimental observations of natural circulation flow in the NSTF

Not Available

Lisowski, Darius D.↗

NASA NTRS1975

Hypersonic research engine project. Phase 2: Preliminary report on the performance of the HRE/AIM at Mach 6

Test results of the Aerothermodynamic Integration Model are presented. A program was initiated to develop a hydrogen-fueled research-oriented scramjet for operation between Mach 3 and 8. The primary objectives were to investigate the internal aerothermodynamic characteristics of the engine, to provide realistic design parameters for future hypersonic engine development as well as to evaluate the ground test facility and testing techniques. The engine was tested at the NASA hypersonic tunnel facility with synthetic air at Mach 5, 6, and 7. The hydrogen fuel was heated up to 1500 R prior to injection to simulate a regeneratively cooled system. The engine and component performance at Mach 6 is reported. Inlet performance compared very well both with theory and with subscale model tests. Combustor efficiencies up to 95 percent were attained at an equivalence ratio of unity. Nozzle performance was lower than expected. The overall engine performance was computed using two different methods. The performance was also compared with test data from other sources.

Sun, Y. H.↗

NASA NTRS2011

A New High-Speed, High-Cycle, Gear-Tooth Bending Fatigue Test Capability

A new high-speed test capability for determining the high cycle bending-fatigue characteristics of gear teeth has been developed. Experiments were performed in the test facility using a standard spur gear test specimens designed for use in NASA Glenn s drive system test facilities. These tests varied in load condition and cycle-rate. The cycle-rate varied from 50 to 1000 Hz. The loads varied from high-stress, low-cycle loads to near infinite life conditions. Over 100 tests were conducted using AISI 9310 steel spur gear specimen. These results were then compared to previous data in the literature for correlation. Additionally, a cycle-rate sensitivity analysis was conducted by grouping the results according to cycle-rate and comparing the data sets. Methods used to study and verify load-path and facility dynamics are also discussed.

Stringer, David B.↗

DOE OSTI2013

Development and Testing of Techniques for In-Ground Stabilization, Size Reduction and Safe Removal of Radioactive Wastes Stored in Large Containments in Burial Grounds - 13591

Radioactive waste materials, including Transuranic (TRU) wastes from laboratories have been stored below ground in large containments at a number of sites in the US DOE Complex, and at nuclear sites in Europe. These containments are generally referred to as caissons or shafts. The containments are in a range of sizes and depths below grade. The caissons at the DOE's Hanford site are cylindrical, of the order of 2,500 mm in diameter, 3,050 mm in height and are buried about 6,000 mm below grade. One type of caisson is made out of corrugated pipe, whereas others are made of concrete with standard re-bar. However, the larger shafts in the UK are of the order of 4,600 mm in diameter, 53,500 mm deep, and 12,000 below grade. This paper describes the R and D work and testing activities performed to date to evaluate the concept of in-ground size reduction and stabilization of the contents of large containments similar to those at Hanford. In practice, the height of the Test Facility provided for a test cell that was approximately 22' deep. That prevented a 'full scale mockup' test in the sense that the Hanford Caisson configuration would be an identical replication. Therefore, the project was conducted in two phases. The first phase tested a simulated Caisson with surrogate contents, and part of a Chute section, and the second phase tested a full chute section. These tests were performed at VJ Technologies Test Facility located in East Haven, CT, as part of the Proof of Design Concept program for studying the feasibility of an in-situ grout/grind/mix/stabilize technology for the remediation of four caissons at the 618-11 Burial Ground at US Department of Energy Hanford Site. The test site was constructed such that multiple testing areas were provided for the evaluation of various tools, equipment and procedures under conditions that simulated the Hanford site, with representative soils and layout dimensions. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

NASA NTRS2007

Overview of Engineering Design and Analysis at the NASA John C. Stennis Space Center

A wide range of rocket propulsion test work occurs at the NASA John C. Stennis Space Center (SSC) including full-scale engine test activities at test facilities A-1, A-2, B-1 and B-2 as well as combustion device research and development activities at the E-Complex (E-1, E-2, E-3 and E-4) test facilities. The propulsion test engineer at NASA SSC faces many challenges associated with designing and operating a test facility due to the extreme operating conditions (e.g., cryogenic temperatures, high pressures) of the various system components and the uniqueness of many of the components and systems. The purpose of this paper is to briefly describe the NASA SSC Engineering Science Directorate s design and analysis processes, experience, and modeling techniques that are used to design and support the operation of unique rocket propulsion test facilities.

Ryan, Harry↗

NASA NTRS2011

Gear Mesh Loss-of-Lubrication Experiments and Analytical Simulation

An experimental program to determine the loss-of-lubrication (LOL) characteristics of spur gears in an aerospace simulation test facility has been completed. Tests were conducted using two different emergency lubricant types: (1) an oil mist system (two different misted lubricants) and (2) a grease injection system (two different grease types). Tests were conducted using a NASA Glenn test facility normally used for conducting contact fatigue. Tests were run at rotational speeds up to 10000 rpm using two different gear designs and two different gear materials. For the tests conducted using an air-oil misting system, a minimum lubricant injection rate was determined to permit the gear mesh to operate without failure for at least 1 hr. The tests allowed an elevated steady state temperature to be established. A basic 2-D heat transfer simulation has been developed to investigate temperatures of a simulated gear as a function of frictional behavior. The friction (heat generation source) between the meshing surfaces is related to the position in the meshing cycle, the load applied, and the amount of lubricant in the contact. Experimental conditions will be compared to those from the 2-D simulation.

Handschuh, Robert F.↗

NASA NTRS2011

Gear Mesh Loss-of-Lubrication Experiments and Analytical Simulation

Handschuh, Robert F.↗

NASA NTRS2007

Multi-Sensor Testing for Automated Rendezvous and Docking Sensor Testing at the Flight Robotics Laboratory

The Exploration Systems Architecture defines missions that require rendezvous, proximity operations, and docking (RPOD) of two spacecraft both in Low Earth Orbit (LEO) and in Low Lunar Orbit (LLO). Uncrewed spacecraft must perform automated and/or autonomous rendezvous, proximity operations and docking operations (commonly known as AR&D). The crewed missions may also perform rendezvous and docking operations and may require different levels of automation and/or autonomy, and must provide the crew with relative navigation information for manual piloting. The capabilities of the RPOD sensors are critical to the success of the Exploration Program. NASA has the responsibility to determine whether the Crew Exploration Vehicle (CEV) contractor proposed relative navigation sensor suite will meet the requirements. The relatively low technology readiness level of AR&D relative navigation sensors has been carried as one of the CEV Project's top risks. The AR&D Sensor Technology Project seeks to reduce the risk by the testing and analysis of selected relative navigation sensor technologies through hardware-in-the-loop testing and simulation. These activities will provide the CEV Project information to assess the relative navigation sensors maturity as well as demonstrate test methods and capabilities. The first year of this project focused on a series of"pathfinder" testing tasks to develop the test plans, test facility requirements, trajectories, math model architecture, simulation platform, and processes that will be used to evaluate the Contractor-proposed sensors. Four candidate sensors were used in the first phase of the testing. The second phase of testing used four sensors simultaneously: two Marshall Space Flight Center (MSFC) Advanced Video Guidance Sensors (AVGS), a laser-based video sensor that uses retroreflectors attached to the target vehicle, and two commercial laser range finders. The multi-sensor testing was conducted at MSFC's Flight Robotics Laboratory (FRL) using the FRL's 6-DOF gantry system, called the Dynamic Overhead Target System (DOTS). The target vehicle for "docking" in the laboratory was a mockup that was representative of the proposed CEV docking system, with added retroreflectors for the AVGS. The multi-sensor test configuration used 35 open-loop test trajectories covering three major objectives: (1) sensor characterization trajectories designed to test a wide range of performance parameters; (2) CEV-specific trajectories designed to test performance during CEV-like approach and departure profiles; and (3) sensor characterization tests designed for evaluating sensor performance under more extreme conditions as might be induced during a spacecraft failure or during contingency situations. This paper describes the test development, test facility, test preparations, test execution, and test results of the multi-sensor series of trajectories.

Brewster, L.↗

NASA NTRS2008

Multi-Sensor Testing for Automated Rendezvous and Docking Sensor Testing at the Flight Robotics Lab

The Exploration Systems Architecture defines missions that require rendezvous, proximity operations, and docking (RPOD) of two spacecraft both in Low Earth Orbit (LEO) and in Low Lunar Orbit (LLO). Uncrewed spacecraft must perform automated and/or autonomous rendezvous, proximity operations and docking operations (commonly known as AR&D). The crewed missions may also perform rendezvous and docking operations and may require different levels of automation and/or autonomy, and must provide the crew with relative navigation information for manual piloting. The capabilities of the RPOD sensors are critical to the success ofthe Exploration Program. NASA has the responsibility to determine whether the Crew Exploration Vehicle (CEV) contractor-proposed relative navigation sensor suite will meet the requirements. The relatively low technology readiness level of AR&D relative navigation sensors has been carried as one of the CEV Project's top risks. The AR&D Sensor Technology Project seeks to reduce the risk by the testing and analysis of selected relative navigation sensor technologies through hardware-in-the-Ioop testing and simulation. These activities will provide the CEV Project information to assess the relative navigation sensors maturity as well as demonstrate test methods and capabilities. The first year of this project focused on a series of "pathfinder" testing tasks to develop the test plans, test facility requirements, trajectories, math model architecture, simulation platform, and processes that will be used to evaluate the Contractor-proposed sensors. Four candidate sensors were used in the first phase of the testing. The second phase of testing used four sensors simultaneously: two Marshall Space Flight Center (MSFC) Advanced Video Guidance Sensors (AVGS), a laser-based video sensor that uses retroreflectors attached to the target vehicle, and two commercial laser range finders. The multi-sensor testing was conducted at MSFC's Flight Robotics Laboratory (FRL) using the FRL's 6-DOF gantry system, called the Dynamic Overhead Target System (DOTS). The target vehicle for "docking" in the laboratory was a mockup that was representative of the proposed CEV docking system, with added retroreflectors for the AVGS.' The multi-sensor test configuration used 35 open-loop test trajectories covering three major objectives: (l) sensor characterization trajectories designed to test a wide range of performance parameters; (2) CEV-specific trajectories designed to test performance during CEV-like approach and departure profiles; and (3) sensor characterization tests designed for evaluating sensor performance under more extreme conditions as might be induced during a spacecraft failure or during contingency situations. This paper describes the test development, test facility, test preparations, test execution, and test results of the multisensor series oftrajectories

Brewster, Linda L.↗

NASA NTRS2004

Facility Activation and Characterization for IPD Oxidizer Turbopump Cold-Flow Testing at NASA Stennis Space Center

The Integrated Powerhead Demonstrator (IPD) is a 250K lbf (1.1 MN) thrust cryogenic hydrogen/oxygen engine technology demonstrator that utilizes a full flow staged combustion engine cycle. The Integrated Powerhead Demonstrator (IPD) is part of NASA's Next Generation Launch Technology (NGLT) program, which seeks to provide safe, dependable, cost-cutting technologies for future space launch systems. The project also is part of the Department of Defense's Integrated High Payoff Rocket Propulsion Technology (IHPRPT) program, which seeks to increase the performance and capability of today s state-of-the-art rocket propulsion systems while decreasing costs associated with military and commercial access to space. The primary industry participants include Boeing-Rocketdyne and GenCorp Aerojet. The intended full flow engine cycle is a key component in achieving all of the aforementioned goals. The IPD Program achieved a major milestone with the successful completion of the IPD Oxidizer Turbopump (OTP) cold-flow test project at the NASA John C. Stennis Space Center (SSC) E-1 test facility in November 2001. A total of 11 IPD OTP cold-flow tests were completed. Following an overview of the NASA SSC E-1 test facility, this paper addresses the facility aspects pertaining to the activation and the cold-flow testing of the IPD OTP. In addition, some of the facility challenges encountered during the test project are addressed.

Sass, J. P.↗

DOE OSTI2021

Ring Model Development and Validation for Prismatic HTGR Core Thermal-hydraulics and Safety Analysis

Because of the complex core geometry, prismatic high temperature gas-cooled reactors (prismatic HTGRs) often exhibit complex thermal fluid behaviors during both normal operating and transient conditions. Most HTGR designs rely on passive safety system for decay heat removal, such as the reactor cavity cooling system (RCCS). During postulated accidents like Pressurized Conduction Cooldown (PCC) event, the decay heat is first radially transferred from the core region to the reactor vessel outer surface, then to the RCCS cooling panels. The peak fuel temperature is controlled by heat transfer mechanisms with two distinctive characteristic length scales, i.e., the core-wise effective heat conduction and local heat conduction in the fuel pellet scale. As both length scales are essential to determine the fuel temperature, from the modeling perspective, computer codes must be able to capture heat transfer in both scales. This is challenging for both computational fluid dynamics (CFD) tools because of extremely large amount of computation resources required, and for system analysis codes because of the challenge to model the complex core geometry. Under the support of DOE-NE’s Nuclear Energy Advanced Modeling and Simulation (NEAMS) program, efforts have been pursued to support HTGR technology development and its modeling and simulation needs. There is a particular need for advanced modeling and simulation tools to predict thermal-fluid behavior during safety-related transients. In our previous studies, the ring model was adopted in SAM and further developed to simulate the normal operating condition and a PCC event using the MHTGR-350 design of General Atomics as the reference design. This current work represents a continuation of these previous efforts, and the focus is to critically review and examine simplifications and assumptions made to develop the ring model, and to perform code validation using experimental data from an integral-effect test facility, the High Temperature Test Facility (HTTF) at the Oregon State University. In this study, the test PG-27 from the HTTF test suite was selected for code validation purpose. The test PG-27 is a transient test designed to simulate the PCC event of the MHTGR design. Very good agreements between SAM prediction and experimental measurements were found in both coolant and solid structure temperatures during the transient.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗

NASA NTRS1991

Power systems testing

The Space Station Freedom (SSF) will give the U.S. a permanent manned presence in space in 1999. The SSF underwent its final design concept in 1991. Launches of hardware will begin in late 1995, and the SSF will become operational in the man tended configuration in 1997. Additional Space Shuttle flights between 1997 and 1999 will complete the SSF. Along with international partners, a crew of four astronauts will conduct long-term experimentation in the microgravity environment of the orbiting spacecraft. Lewis Research Center, along with its prime contractor, will provide the electrical power system (EPS) for SSF. Two major testing facilities at the Lewis Research Center will support the Lewis EPS. The Power Systems Facility provides test beds for life testing the station batteries and the power management distribution system testbed. This testbed simulates two channels of the EPS. The Space Power Facility at the Lewis Plum Brook Station is the largest vacuum chamber in the world. Within this chamber, a simulated space environment, testing of full-size EPS components will occur.

Source record↗

NASA NTRS2008

Overview of the Orion Vibroacoustic Test Capability at NASA Glenn Research Center

In order to support the environmental test needs for our new Orion and Constellation program, NASA is developing unique world-class test facilities. To optimize this testing of spaceflight hardware while minimizing transportation issues, a one-stop, under one roof test capability is being developed at the Space Power Facility at the NASA Glenn Research Center's Plum Brook Station. This facility will provide the capability to perform the following environmental testing: (1) reverberation acoustic testing, (2) mechanical base-shake sine testing, (3) modal testing, (4) thermal-vacuum testing, and (5) EMI/EMC (electromagnetic interference and compatibility) testing. An overview of this test capability will be provided in this presentation, with special focus on the two new vibroacoustic test facilities currently being designed and built, the Reverberant Acoustic Test Facility (RATF) and the Mechanical Vibration Facility (MVF). Testing of the engineering developmental hardware and qualification hardware of the Orion (Crew Exploration Vehicle) will commence shortly after the facilities are commissioned.

Hughes, William O.↗

NASA NTRS2015

Replacement of Hydrochlorofluorocarbon (HCFC) -225 Solvent for Cleaning and Verification Sampling of NASA Propulsion Oxygen Systems Hardware, Ground Support Equipment, and Associated Test Systems

Since the 1990's, NASA's rocket propulsion test facilities at Marshall Space Flight Center (MSFC) and Stennis Space Center (SSC) have used hydrochlorofluorocarbon-225 (HCFC-225), a Class II ozone-depleting substance, to safety clean and verify the cleanliness of large scale propulsion oxygen systems and associated test facilities. In 2012 through 2014, test laboratories at MSFC, SSC, and Johnson Space Center-White Sands Test Facility collaborated to seek out, test, and qualify an environmentally preferred replacement for HCFC-225. Candidate solvents were selected, a test plan was developed, and the products were tested for materials compatibility, oxygen compatibility, cleaning effectiveness, and suitability for use in cleanliness verification and field cleaning operations. Honewell Soltice (TradeMark) Performance Fluid (trans-1-chloro-3,3, 3-trifluoropropene) was selected to replace HCFC-225 at NASA's MSFC and SSC rocket propulsion test facilities.

Burns, H. D.↗

NASA NTRS1988

Description of a new full scale lightning simulation facility

A lightning test facility has been constructed in Utah, and the facility has initially been used to test and certify solid rocket motor (SRM) segment shipping containers. The simulator equipment consists of a 17-stage 1.7 MV Marx generator and three current generators. The performance of the Marx is enhanced by use of a distributed peaking capacitor to produce maximum dl/dt's in excess of 4 x 10 to the 11th Amps/sec into large test objects. The current generators consist of the following: (1) a 200 KA underdamped 500 kilojoule high current bank, (2) a critically damped intermediate current bank and (3) an over damped continuing current bank. Total charge transfer for these banks is 270 Coulombs with an action integral in excess of 8 x 10 to the 6th sq Amps-sec. Representative results for the simulator and SRM segment shipping containers are presented.

Papazian, Peter B.↗