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This report details the techniques and fidelity associated with aeroheating models constructed in support of the return-to-flight boundary layer transition (BLT) activity for STS-114. This report provides technical descriptions of the methods, materials, and equipment used, as well as the surface quality results obtained with the cast ceramic phosphor thermography models.
Methods, materials and equipment are documented for fabricating flat plate test models at NASA Langley Research Center for Shuttle return-to-flight aeroheating experiments simulating open and closed cavity interactions in Langley s hypersonic 20-Inch Mach 6 air wind tunnel. Approximately 96 silica ceramic flat plate cavity phosphor thermography test models have been fabricated using these methods. On one model, an additional slot is machined through the back of the plate and into the cavity and vented into an evacuated plenum chamber to simulate a further opening in the cavity. After sintering ceramic to 2150 F, and mounting support hardware, a ceramic-based two-color thermographic phosphor coating is applied for global temperature and heat transfer measurements, with fiducial markings for image registration.
Advanced methods for rapid fabrication and instrumentation of hypersonic wind tunnel models are being developed and evaluated at NASA Langley Research Center. Rapid aeroheating model fabrication and measurement techniques using investment casting of ceramic test models and thermographic phosphors are reviewed. More accurate model casting techniques for fabrication of benchmark metal and ceramic test models are being developed using a combination of rapid prototype patterns and investment casting. White light optical scanning is used for coordinate measurements to evaluate the fabrication process and verify model accuracy to +/- 0.002 inches. Higher-temperature (<210C) luminescent coatings are also being developed for simultaneous pressure and temperature mapping, providing global pressure as well as global aeroheating measurements. Together these techniques will provide a more rapid and complete experimental aerodynamic and aerothermodynamic database for future aerospace vehicles.
This invention relates to phosphors including long-persistence blue phosphors. Phosphors of the invention are represented by the general formula: MO . mAl.sub.2 O.sub.3 :Eu.sup.2+,R.sup.3+ wherein m is a number ranging from about 1.6 to about 2.2, M is Sr or a combination of Sr with Ca and Ba or both, R.sup.3+ is a trivalent metal ion or trivalent Bi or a mixture of these trivalent ions, Eu.sup.2+ is present at a level up to about 5 mol % of M, and R.sup.3+ is present at a level up to about 5 mol % of M. Phosphors of this invention include powders, ceramics, single crystals and single crystal fibers. A method of manufacturing improved phosphors and a method of manufacturing single crystal phosphors are also provided.
This invention relates to phosphors including long-persistence green phosphors. Phosphors of the invention are represented by the general formula: M.sub.k Al.sub.2 O.sub.4 :2xEu.sup.2+,2yR.sup.3+ wherein k-1-2x-2y, x is a number ranging from about 0.0001 to about 0.05, y is a number ranging from about x to about 3x, M is an alkaline earth metal, and R.sup.3+ is one or more trivalent metal ions. Phosphors of this invention include powders, ceramics, single crystals and single crystal fibers. A method of manufacturing improved phosphors and a method of manufacturing single crystal phosphors are also provided.
A transition from metallic to ceramic turbine components that can operate at higher turbine engine temperatures will push component surface temperatures from below 1200 °C into a 1300 to 1500 °C temperature range that is much more challenging for phosphor thermometry measurements. To address this challenge, Y 2 SiO 5 :Er was selected for its high temperature sensing performance by both luminescence lifetime and luminescence intensity ratio (LIR) methods as well as its thermochemical compatibility with the current generation of rare earth silicate environmental barrier coatings (EBCs) that are required to protect SiC/SiC ceramic composite components. Lifetime measurements that monitor the Er3+ 4S3/2→4I15/2 emission decay at 542 nm exhibited a slow decrease in decay time with temperature up to 1300° C, above which the decay decreased steeply to provide good temperature sensitivity in the 1300 to 1500 °C range (Fig. 1). LIR images were obtained where each pixel represented the ratio I488/I561 (I488 and I561 are the detected 488 nm 4F7/2→4I15/2 and the 561 nm 4S3/2→4I15/2 emission band intensities, respectively). Good temperature sensitivity (Fig. 2) and signal-to-background ratios were observed to above 1500 °C. Contrary to conventional guidance on selecting phosphors for high temperature sensing, the detected emission band intensities and decay times exhibited remarkably slow decreases with temperature up into the 1300 to 1500 °C range despite high phonon energies (>900 cm-1) that allow the energy gap between the 4S3/2 emitting reservoir level and the 4F9/2 level below it to be bridged by as few as three phonons. The benefits of utilizing a thermographic phosphor at very high temperatures that exhibits strong nonradiative multiphonon relaxation even at room temperature is explained by a competition between spontaneous and stimulated multiphonon emission, and the more temperature-sensitive decay time above 1300 °C is explained by a transition from high to low effective phonon energies.
A streak tube having circular scan was designed, built and tested. Continuous circular scan, easily derived from out of phase sine waves applied to the conventional deflection plates, permits the timing of pulses traveling long baselines. At the tube's output a circular array of 720 elements is scanned to provide 30 to 40 picosecond resolution. Initial difficulties with electron bombarded silicon arrays were circumvented by using microchannel plates within the streak tube to provide the needed electronic amplification and digital sensitivity and coupling the 720 element arrays to the electron beam by means of a phosphor on a fiber optics. Two ceramic body tubes with S-20 photocathodes were tested and delivered.
The report presents the final results of Tasks 1 and 2, Development of Sensors for Ceramic Components in Advanced Propulsion Systems (NASA program NAS3-25141). During Task 1, an extensive survey was conducted of sensor concepts which have the potential for measuring surface temperature, strain and heat flux on ceramic components for advanced propulsion systems. Each sensor concept was analyzed and evaluated under Task 2; sensor concepts were then recommended for further development. For temperature measurement, both pyrometry and thermographic phosphors are recommended for measurements up to and beyond the melting point of ceramic materials. For lower temperature test programs, the thin-film techniques offer advantages in the installation of temperature sensors. Optical strain measurement techniques are recommended because they offer the possibility of being useful at very high temperature levels. Techniques for the measurement of heat flux are recommended for development based on both a surface mounted sensor and the measurement of the temperature differential across a portion of a ceramic component or metallic substrate.
A synoptic of programmatic and technical lessons learned in the development of aerothermodynamic data bases for the X-33 and X-34 programs is presented in general terms and from the perspective of the NASA Langley Research Center Aerothermodynamics Branch. The format used is that of the "aerothermodynamic chain," the links of which are personnel, facilities, models/test articles, instrumentation, test techniques, and computational fluid dynamics (CFD). Because the aerodynamic data bases upon which the X-33 and X-34 vehicles will fly are almost exclusively from wind tunnel testing, as opposed to CFD, the primary focus of the lessons learned is on ground-based testing. The period corresponding to the development of X-33 and X-34 aerothermodynamic data bases was challenging, since a number of other such programs (e.g., X-38, X-43) competed for resources at a time of downsizing of personnel, facilities, etc., outsourcing, and role changes as NASA Centers served as subcontractors to industry. The impact of this changing environment is embedded in the lessons learned. From a technical perspective, the relatively long times to design and fabricate metallic force and moment models, delays in delivery of models, and a lack of quality assurance to determine the fidelity of model outer mold lines (OML) prior to wind tunnel testing had a major negative impact on the programs. On the positive side, the application of phosphor thermography to obtain global, quantitative heating distributions on rapidly fabricated ceramic models revolutionized the aerothermodynamic optimization of vehicle OMLs, control surfaces, etc. Vehicle designers were provided with aeroheating information prior to, or in conjunction with, aerodynamic information early in the program, thereby allowing trades to be made with both sets of input; in the past only aerodynamic data were available as input. Programmatically, failure to include transonic aerodynamic wind tunnel tests early in the assessment phase led to delays in the optimization phase, as OMLs required modification to provide adequate transonic aerodynamic performance without sacrificing subsonic and hypersonic performance. Funding schedules for industry, based on technical milestones, also presented challenges to aerothermodynamics seeking optimum flying characteristics across the subsonic to hypersonic speed regimes and minimum aeroheating. This paper is concluded with a brief discussion of enhancements in ground-based testing/CFD capabilities necessary to partially/fully satisfy future requirements.
A relative-intensity phosphor thermography technique developed for surface heating studies in hypersonic wind tunnels is described. A direct relationship between relative emission intensity and phosphor temperature is used for quantitative surface temperature measurements in time. The technique provides global surface temperature-time histories using a 3-CCD (Charge Coupled Device) video camera and digital recording system. A current history of technique development at Langley is discussed. Latest developments include a phosphor mixture for a greater range of temperature sensitivity and use of castable ceramics for inexpensive test models. A method of calculating surface heat-transfer from thermal image data in blowdown wind tunnels is included in an appendix, with an analysis of material thermal heat-transfer properties. Results from tests in the Langley 31-Inch Mach 10 Tunnel are presented for a ceramic orbiter configuration and a four-inch diameter hemisphere model. Data include windward heating for bow-shock/wing-shock interactions on the orbiter wing surface, and a comparison with prediction for hemisphere heating distribution.
An experimental wind tunnel test was conducted in the NASA Langley Research Center s 20-Inch Mach 6 Air Tunnel in support of the Hypersonic International Flight Research Experimentation Program. The information in this report is focused on the Flight 1 configuration, the first in a series of flight experiments. This report documents experimental measurements made over a range of Reynolds numbers and angles of attack on several scaled ceramic heat transfer models of the Flight 1 payload. Global heat transfer was measured using phosphor thermography and the resulting images and heat transfer distributions were used to infer the state of the boundary layer on the vehicle windside and leeside surfaces. Boundary layer trips were used to force the boundary layer turbulent, and a brief study was conducted to determine the effectiveness of the trips with various heights. The experimental data highlighted in this test report were used to size and place the boundary layer trip for the flight test vehicle.
An experimental wind tunnel test was conducted in the NASA Langley Research Center s 20-Inch Mach 6 Air Tunnel in support of the Hypersonic International Flight Research Experimentation Program. The information in this article is focused on the Flight 1 configuration, the first in a series of flight experiments. The article documents experimental measurements made over a Reynolds numbers range of 2.1x10(exp 6)/ft to 5.6x10(exp 6)/ft and angles of attack of -5 to +5 deg on several scaled ceramic heat transfer models of the Flight 1 configuration. Global heat transfer was measured using phosphor thermography and the resulting images and heat transfer distributions were used to infer the state of the boundary layer on the vehicle windside and leeside surfaces. Boundary layer trips were used to force the boundary layer turbulent and the experimental data highlighted in this article were used to size and place the boundary layer trip for the flight vehicle. The required height of the flight boundary layer trip was determined to be 0.079 in and the trip was moved from the design location of 7.87 in to 20.47 in to ensure that augmented heating would not impact the laminar side of the vehicle. Allowable roughness was selected to be 3.2x10(exp -3) in.
An experimental wind tunnel test was conducted in the NASA Langley Research Center s 20-Inch Mach 6 Tunnel in support of the Hypersonic International Flight Research Experimentation Program. The information in this report is focused on the Flight 5 configuration, one in a series of flight experiments. This report documents experimental measurements made over a range of Reynolds numbers and angles of attack on several scaled ceramic heat transfer models of the Flight 5 vehicle. The heat transfer rate was measured using global phosphor thermography and the resulting images and heat transfer rate distributions were used to infer the state of the boundary layer on the windside, leeside and side surfaces. Boundary layer trips were used to force the boundary layer turbulent, and a study was conducted to determine the effectiveness of the trips with various heights. The experimental data highlighted in this test report were used determine the allowable roughness height for both the windside and side surfaces of the vehicle as well as provide for future tunnel-to-tunnel comparisons.
An experimental wind tunnel program is being conducted in support of an Agency wide effort to develop a replacement for the Space Shuttle and to support the NASA s long-term objective of returning to the moon and then on to Mars. This paper documents experimental measurements made on several scaled ceramic heat transfer models of the proposed Crew Exploration Vehicle. Global heat transfer images and heat transfer distributions obtained using phosphor thermography were used to infer interference heating on the Crew Exploration Vehicle Cycle 1 heat shield from local protuberances and penetrations for both laminar and turbulent heating conditions. Test parametrics included free stream Reynolds numbers of 1.0x10(exp 6)/ft to 7.25x10(exp 6)/ft in Mach 6 air at a fixed angle-of-attack. Single arrays of discrete boundary layer trips were used to trip the boundary layer approaching the protuberances/penetrations to a turbulent state. Also, the effects of three compression pad diameters, two radial locations of compression pad/tension tie location, compression pad geometry, and rotational position of compression pad/tension tie were examined. The experimental data highlighted in this paper are to be used to validate CFD tools that will be used to generate the flight aerothermodynamic database. Heat transfer measurements will also assist in the determination of the most appropriate engineering methods that will be used to assess local flight environments associated with protuberances/penetrations of the CEV thermal protection system.
The 'Development of Sensors for Ceramics Components in Advanced Propulsion Systems' program was divided into two phases. The objectives of Phase 1 were to analyze, evaluate and recommend sensor concepts for the measurement of surface temperature, strain and heat flux on ceramic components for advanced propulsion systems. The results of this effort were previously published in NASA CR-182111. As a result of Phase 1, three approaches were recommended for further development: pyrometry, thin-film sensors, and thermographic phosphors. The objectives of Phase 2 were to fabricate and conduct laboratory demonstration tests of these systems. A summary report of the Phase 2 effort, together with conclusions and recommendations for each of the categories evaluated, has been submitted to NASA. Emittance tests were performed on six materials furnished by NASA Lewis Research Center. Measurements were made of various surfaces at high temperature using a Thermogage emissometer. This report describes the emittance test program and presents a summary of the results.
The 'development of sensors for ceramic components in advanced propulsion systems' program is divided into two phases. The objectives of Phase 1 were to analyze, evaluate and recommend sensor concepts for the measurement of surface temperature, strain and heat flux on ceramic components for advanced propulsion systems. The results of this effort were previously published in NASA CR-182111. As a result of Phase 1, three approaches were recommended for further development: pyrometry, thin-film sensors, and thermographic phosphors. The objective of Phase 2 were to fabricate and conduct laboratory demonstration tests of these systems. Six materials, mutually agreed upon by NASA and Pratt & Whitney, were investigated under this program. This report summarizes the Phase 2 effort and provides conclusions and recommendations for each of the categories evaluated.
The purpose of this contract was to provide optomechanical engineering and fabrication support to the Solar X-ray Imager (SXI) program in the areas of mirror, optical bench and camera assemblies of the telescope. The Center for Applied Optics (CAO) worked closely with the Optics and S&E technical staff of MSFC to develop and investigate the most viable and economical options for the design and fabrication of a number of parts for the various telescope assemblies. All the tasks under this delivery order have been successfully completed within budget and schedule. A number of development hardware parts have been designed and fabricated jointly by MSFC and UAH for the engineering model of SXI. The major parts include a nickel electroformed mirror and a mirror mount, plating and coating of the ceramic spacers, and gold plating of the contact rings and fingers for the camera assembly. An aluminum model of the high accuracy sun sensor (HASS) was also designed and fabricated. A number of fiber optic tapers for the camera assembly were also coated with indium tin oxide and phosphor for testing and evaluation by MSFC. A large number of the SXI optical bench parts were also redesigned and simplified for a prototype telescope. These parts include the forward and rear support flanges, front aperture plate, the graphite epoxy optical bench and a test fixture for the prototype telescope. More than fifty (50) drawings were generated for various components of the prototype telescope. Some of these parts were subsequently fabricated at UAH machine shop or at MSFC or by the outside contractors. UAH also provide technical support to MSFC staff for a number of preliminary and critical design reviews. These design reviews included PDR and CDR for the mirror assembly by United Technologies Optical Systems (UTOS), and the program quarterly reviews, and SXI PDR and CDR. UAH staff also regularly attended the monthly status reviews, and made a significant number of suggestions to improve the design, assembly and alignment of the telescope. Finally, a high level assembly and alignment plan for the entire telescope was prepared by UAH. This plan addresses the sequence of assembly, the required assembly and alignment tolerances, and the methods to verify the alignment at each step during the assembly process. This assembly and alignment plan will be used to assemble and integrate the engineering model (EM) of the telescope. Later on, based on this plan more detailed assembly and alignment procedures will be developed for the lower-level assemblies of SXI.
An experimental investigation of distributed sand-grain surface roughness effects on boundary-layer transition and convective heating has been performed. Two representative entry vehicle geometries, a spherical-cap aeroshell and a sphere-cone aeroshell, were considered. Multiple cast ceramic wind tunnel models of each geometry were fabricated with various roughness heights to simulate an ablated thermal protection system. Wind tunnel testing was performed at Mach 6 over a range of Reynolds numbers sufficient to produce laminar, transitional, and turbulent flow. Aeroheating and boundary-layer transition onset data were obtained using global phosphor thermography. The experimental heating data are presented herein, as are comparisons to laminar and turbulent smooth-wall heat transfer distributions from computational flow field simulations.