ALBERT

Description: The structural integrity of high pressure liquid propellant rocket engine thrust chambers is typically maintained through regenerative cooling. The coolant flows through passages formed either by constructing the chamber liner from tubes or by milling channels in a solid liner. Recently, Carlile and Quentmeyer showed life extending advantages (by lowering hot gas wall temperatures) of milling channels with larger height to width aspect ratios (AR is greater than 4) than the traditional, approximately square cross section, passages. Further, the total coolant pressure drop in the thrust chamber could also be reduced, resulting in lower turbomachinery power requirements. High aspect ratio cooling channels could offer many benefits to designers developing new high performance engines, such as the European Vulcain engine (which uses an aspect ratio up to 9). With platelet manufacturing technology, channel aspect ratios up to 15 could be formed offering potentially greater benefits. Some issues still exist with the high aspect ratio coolant channels. In a coolant passage of circular or square cross section, strong secondary vortices develop as the fluid passes through the curved throat region. These vortices mix the fluid and bring lower temperature coolant to the hot wall. Typically, the circulation enhances the heat transfer at the hot gas wall by about 40 percent over a straight channel. The effect that increasing channel aspect ratio has on the curvature heat transfer enhancement has not been sufficiently studied. If the increase in aspect ratio degrades the secondary flow, the fluid mixing will be reduced. Analysis has shown that reduced coolant mixing will result in significantly higher wall temperatures, due to thermal stratification in the coolant, thus decreasing the benefits of the high aspect ratio geometry. A better understanding of the fundamental flow phenomena in high aspect ratio channels with curvature is needed to fully evaluate the benefits of this geometry. The fluid dynamic and conjugate heat transfer problem of high aspect ratio rocket engine coolant channels are being investigated numerically, but these efforts have been hampered by a lack of validating data. Wall temperature data is available for the conjugate problem for channels without curvature and aspect ratio = 5.0, and unheated fluid dynamic data are available for square and circular cross section channels with curvature at Reynold's numbers up to 40,000. But the effects of aspect ratio on secondary flow development have not been experimentally studied. To provide some insight into the effects of channel aspect ratio on secondary flow and to qualitatively provide anchoring for the numerical codes, a flow visualization experiment was initiated at the NASA Lewis Research Center.

Description: Design issues for lunar ascent and lunar descent rocket engines fueled by aluminum/oxygen propellant produced in situ at the lunar surface were evaluated. Key issues are discussed which impact the design of these rockets: aluminum combustion, throat erosion, and thrust chamber cooling. Four engine concepts are presented, and the impact of combustion performance, throat erosion and thrust chamber cooling on overall engine design are discussed. The advantages and disadvantages of each engine concept are presented.

Description: The activities and status of NASA Spacecraft Propulsion is presented including recent accomplishments.

Description: The results of an experimental investigation on the combined effects of cooling channel aspect ratio and curvature for rocket engines are presented. Symmetrically heated tubes with average heat fluxes up to 1.7 MW/m(exp 2) were used. The coolant was gaseous nitrogen at an inlet temperature of 280 K (500 R) and inlet pressures up to 1.0 x 10(exp 7) N/m(exp 2) (1500 psia). Two different tube geometries were tested: a straight, circular cross-section tube, and an aspect-ratio 10 cross-section tube with a 45 deg bend. The circular tube results are compared to classical models from the literature as validation of the system. The curvature effect data from the curved aspect-ratio 10 tube compare favorably to the empirical equations available in the literature for low aspect ratio tubes. This latter results suggest that thermal stratification of the coolant due to diminished curvature effect mixing may not be an issue for high aspect-ratio cooling channels.

Description: Electrically heated tube tests were conducted to characterize the critical heat flux (transition from nucleate to film boiling) of subcritical ethanol flowing at conditions relevant to the design of a regeneratively cooled rocket engine thrust chamber. The coolant was SDA-3C alcohol (95% ethyl alcohol, 5% isopropyl alcohol by weight), and tests were conducted over the following ranges of conditions: pressure from 144 to 703 psia, flow velocities from 9.7 to 77 ft/s, coolant subcooling from 33 to 362 F, and critical heat fluxes up to 8.7 BTU/in(exp 2)/sec. For the data taken near 200 psia, critical heat flux was correlated as a function of the product of velocity and fluid subcooling to within +/- 20%. For data taken at higher pressures, an additional pressure term is needed to correlate the critical heat flux. It was also shown that at the higher test pressures and/or flow rates, exceeding the critical heat flux did not result in wall burnout. This result may significantly increase the engine heat flux design envelope for higher pressure conditions.

Description: The exponential increase of launch system size.and cost.with delta-V makes missions that require large total impulse cost prohibitive. Led by NASA fs Marshall Space Flight Center, a team from government, industry, and academia has developed a flight demonstration mission concept of an integrated electrodynamic (ED) tethered satellite system called PROPEL: \Propulsion using Electrodynamics.. The PROPEL Mission is focused on demonstrating a versatile configuration of an ED tether to overcome the limitations of the rocket equation, enable new classes of missions currently unaffordable or infeasible, and significantly advance the Technology Readiness Level (TRL) to an operational level. We are also focused on establishing a far deeper understanding of critical processes and technologies to be able to scale and improve tether systems in the future. Here, we provide an overview of the proposed PROPEL mission. One of the critical processes for efficient ED tether operation is the ability to inject current to and collect current from the ionosphere. Because the PROPEL mission is planned to have both boost and deboost capability using a single tether, the tether current must be capable of flowing in both directions and at levels well over 1 A. Given the greater mobility of electrons over that of ions, this generally requires that both ends of the ED tether system can both collect and emit electrons. For example, hollow cathode plasma contactors (HCPCs) generally are viewed as state-of-the-art and high TRL devices; however, for ED tether applications important questions remain of how efficiently they can operate as both electron collectors and emitters. Other technologies will be highlighted that are being investigated as possible alternatives to the HCPC such as Solex that generates a plasma cloud from a solid material (Teflon) and electron emission (only) technologies such as cold-cathode electron field emission or photo-electron beam generation (PEBG) techniques

Description: NASA has created a roadmap for the development of advanced in-space propulsion technologies for the NASA Office of the Chief Technologist (OCT). This roadmap was drafted by a team of subject matter experts from within the Agency and then independently evaluated, integrated and prioritized by a National Research Council (NRC) panel. The roadmap describes a portfolio of in-space propulsion technologies that could meet future space science and exploration needs, and shows their traceability to potential future missions. Mission applications range from small satellites and robotic deep space exploration to space stations and human missions to Mars. Development of technologies within the area of in-space propulsion will result in technical solutions with improvements in thrust, specific impulse (Isp), power, specific mass (or specific power), volume, system mass, system complexity, operational complexity, commonality with other spacecraft systems, manufacturability, durability, and of course, cost. These types of improvements will yield decreased transit times, increased payload mass, safer spacecraft, and decreased costs. In some instances, development of technologies within this area will result in mission-enabling breakthroughs that will revolutionize space exploration. There is no single propulsion technology that will benefit all missions or mission types. The requirements for in-space propulsion vary widely according to their intended application. This paper provides an updated summary of the In-Space Propulsion Systems technology area roadmap incorporating the recommendations of the NRC.

Description: No abstract available

Description: This roadmap describes a portfolio of in-space propulsion technologies that can meet future space science and exploration needs.

Description: The Spacecraft Propulsion Research Facility at the NASA Lewis Research Center's Plum Brook Station was reactivated in order to conduct flight simulation ground tests of the Delta 3 cryogenic upper stage. The tests were a cooperative effort between The Boeing Company, Pratt and Whitney, and NASA. They included demonstration of tanking and detanking of liquid hydrogen, liquid oxygen and helium pressurant gas as well as 12 engine firings simulating first, second, and third burns at altitude conditions. A key to the success of these tests was the performance of the primary facility systems and their interfaces with the vehicle. These systems included the structural support of the vehicle, propellant supplies, data acquisition, facility control systems, and the altitude exhaust system. While the facility connections to the vehicle umbilical panel simulated the performance of the launch pad systems, additional purge and electrical connections were also required which were unique to ground testing of the vehicle. The altitude exhaust system permitted an approximate simulation of the boost-phase pressure profile by rapidly pumping the test chamber from 13 psia to 0.5 psia as well as maintaining altitude conditions during extended steady-state firings. The performance of the steam driven ejector exhaust system has been correlated with variations in cooling water temperature during these tests. This correlation and comparisons to limited data available from Centaur tests conducted in the facility from 1969-1971 provided insight into optimizing the operation of the exhaust system for future tests. Overall, the facility proved to be robust and flexible for vehicle space simulation engine firings and enabled all test objectives to be successfully completed within the planned schedule.