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At least 505 records · Page 28
All sourcesNASA NTRSDOE OSTI
NASA NTRS1993

Nondestructive examination of the Tropical Rainfall Measuring Mission (TRMM) reaction control subsystem (RCS) propellant tanks

This paper assesses the feasibility of using eddy current nondestructive examination to determine flaw sizes in completely assembled hydrazine propellant tanks. The study was performed by the NASA Goddard Space Flight Center for the Tropical Rainfall Measuring Mission (TRMM) project to help determine whether existing propellant tanks could meet the fracture analysis requirements of the current pressure vessel specification, MIL-STD-1522A and, therefore be used on the TRMM spacecraft. After evaluating several nondestructive test methods, eddy current testing was selected as the most promising method for determining flaw sizes on external and internal surfaces of completely assembled tanks. Tests were conducted to confirm the detection capability of the eddy current NDE, procedures were developed to inspect two candidate tanks, and the test support equipment was designed. The non-spherical tank eddy current NDE test program was terminated when the decision was made to procure new tanks for the TRMM propulsion subsystem. The information on the development phase of this test program is presented in this paper as a reference for future investigation on the subject.

Free, James M.↗
NASA NTRS1993

Nondestructive examination of the TRMM RCS propellant tanks

This paper assesses the feasibility of using eddy current nondestructive examination of determine flaw sizes in completely assembled hydrazine propellant tanks. The study was performed by the NASA Goddard Space Flight Center for the Tropical Rainfall Measuring Mission (TRMM) project to help determine whether existing propellant tanks could meet the fracture analysis requirements of the current pressure vessel specification, MIL-STD-1522A and, therefore be used on the TRMM spacecraft. After evaluating several nondestructive test methods, eddy current testing was selected as the most promising method for determining flaw sizes on external and internal surfaces of completely assembled tanks. Tests were conducted to confirm the detection capability of the eddy current NDE, procedures were developed to inspect two candidate tanks, and the test support equipment was designed. The non-spherical tank eddy current NDE test program was terminated when the decision was made to procure new tanks for the TRMM propulsion subsystem. The information on the development phase of this test program is presented in this paper as a reference for future investigation on the subject.

Free, James M.↗
NASA NTRS1973

Slosh testing of a spherical mercury propellant tank with positive-expulsion diaphragm

A preliminary investigation was conducted to evaluate the lateral slosh characteristics of a 23-cm diameter mercury propellant tank with a positive-expulsion diaphragm and 17.5% ullage. Data are presented for tank sinusoidal acceleration levels between 0.05 and 0.5 g at frequencies ranging from 5 to 50 Hz. Results indicate that slosh characteristics are highly nonlinear at acceleration levels approaching those in flight, and depend heavily on the shape and stiffness of the diaphragm. Nyquist plots of driving force over acceleration are shown to be a useful tool for determining natural frequency, damping, and modal mass characteristics. A computerized nonlinear least squares method for extracting the modal parameters from the Nyquist plots is described and results of applying the method are presented.

Ross, R. G., Jr.↗
NASA NTRS1977

Vibrations of incompressible liquid-plastic tank combinations using a series representation of the liquid

A series representation is presented of the dynamic behavior of incompressible non-viscous liquids contained in partially filled elastic shells of revolution. Using a series in which each term satisfies exactly Laplace's equation, the liquid portion of the problem becomes an integral equation on the wetted wall of the shell. Physical insight required in selecting the terms of the series is such that selection may be readily programed on a computer. Liquid-shell vibration interaction is investigated by modifying an existing shell of revolution vibration program with the series expansion of the liquid pressure loading on the wetted shell wall. Application of the modified program is demonstrated on a hemispherical tank and a realistic scaled model of a launch vehicle tank having a more complex geometry. Comparison of the present analysis with a NASTRAN finite element analysis for a hemispherical tank, and comparison with test results for a launch vehicle tank shows excellent agreement and rapid convergence of the series representation of the liquid to the true solution.

Housner, J. M.↗
NASA NTRS1948

Hydrodynamic Characteristics of a Low-drag, Planing-tail Flying-boat Hull

The hydrodynamic characteristics of a flying-boat incorporating a low-drag, planing-tail hull were determined from model tests made in Langley tank number 2 and compared with tests of the same flying boat incorporating a conventional-type hull. The planing-tail model, with which stable take-offs were possible for a large range of elevator positions at all center-of-gravity locations tested, had more take-off stability than the conventional model. No upper-limit porpoising was encountered by the planing-tail model. The maximum changes in rise during landings were lower for the planing-tail model than for the conventional model at most contact trims, an indication of improved landing stability for the planing-tail model. The hydrodynamic resistance of the planing-tail hull was lower than the conventional hull at all speeds, and the load-resistance ratio was higher for the planing-tail hull, being especially high at the hump. The static trim of the planing-tail hull was much higher than the conventional hull, but the variation of trim with speed during take-off was smaller.

Suydam, Henry B↗
NASA NTRS1999

X-33, Leading the Way to VentureStar(trademark)) in the Next Millennium

The X-33, NASA's flagship for reusable space plane technology demonstration, is on course to begin the flights of the X-33 that will permit industry and government decisions that can lead to VentureStar(trademark) by the end of 2000. Lockheed Martin, NASA's partner in this effort, took the bold step in January 1999 to announce formation of VentureStar(trademark) LLC. This move provides the focus for firm business planning needed to enable the decision by the time X-33 flies in mid 2000. The X-33 program began by accepting the mandate that included two unprecedented and highly challenging goals: 1) demonstrate single stage to orbit technologies in flight and ground by the end of 2000 and 2) demonstrate a new government and industry management relationship working together with industry in the lead. Since the IAF 49th Congress in Melbourne, the major hardware elements of X-33 have been through their assembly and test. The flight liquid oxygen tank was the first major element to complete final assembly. The liquid hydrogen tanks are currently in final assembly and testing. The first flight tank has been delivered to vehicle assembly, the second tank and the flight engines are expected this month. The aerospike engine is an engine concept that has never been flown, but has been extensively ground tested. It will be flown for the first time on the X-33. Major X-33 flight hardware has been tested, delivered, and assembly of the vehicle is nearly complete. Construction of the prototype spaceport was completed in November 1998. The flight test program commencing in the summer of 2000. The decision to proceed with a Single Stage To Orbit as a commercial venture is expected in the fall of 2000.

Austin, Robert E.↗
NASA NTRS1975

Heat transfer tests on a 0.01-scale Rockwell configuration 3 space shuttle orbiter and tank (37-OT) in the Calspan 48-inch hypersonic shock tunnel (OH12/IH21), volume 1

Model information and data are presented from wind tunnel tests conducted on 0.01-scale models of the space shuttle orbiter and external tank. These tests were conducted in a hypersonic shock tunnel to determine heating rates on ascent and reentry configurations at various Reynolds numbers, Mach numbers, and angles of attack.

Kotch, M.↗
NASA NTRS2000

X-33 Leading the Way to VentureStar(Trademark) in this Decade

The X-33, reusable space plane technology demonstrator is on course to begin the flights of the X-33 by the end of 2002 that will serve as a basis for industry and government decisions that could lead to VentureStar(Trademark). Lockheed Martin has placed the VentureStar(Trademark) LLC in it's Space Company and is now competing in an industry wide effort that will permit NASA to select a Second Generation RLV source by 2005. This move provides the focus for firm business planning needed to enable the decision by the time X-33 flies in mid 2002 and possibly with upgraded technologies a year or so later. Since the IAF 50th Congress in Amsterdam, most of the major hardware elements of X-33 have been through their assembly and test. The flight liquid oxygen tank was the first major element to complete final assembly. Aerospike Engine qualification testing has progressed successfully through its test objectives and the two flight engines are in preparation to be delivered to the Assembly Facility in Palmdale. All Thermal Protection System (TPS) metallic panels have completed qualification testing and have been delivered to Palmdale and all remaining TPS elements have been assembled and are ready for delivery. Flight Software and Avionics have been delivered and are in integration testing. In November 1999, the first graphite composite liquid hydrogen tank experienced a debond between the tank inner skin and the honeycomb core in testing. This tank had completed its third successful cryogenic and loads testing at MSFC. Replacement liquid hydrogen tanks have completed design and are in fabrication. The resulting delay from this change of design for the liquid hydrogen tank will be approximately two years.

Austin, Robert E.↗
NASA NTRS2008

Estimation of the Unsteady Aerodynamic Load on Space Shuttle External Tank Protuberances from a Component Wind Tunnel Test

At the wake of the Columbia (STS-107) accident it was decided to remove the Protuberance Aerodynamic Load (PAL) Ramp that was originally intended to protect various protuberances outside of the Space Shuttle External Tank from high buffet load induced by cross-flows at transonic speed. In order to establish the buffet load without the PAL ramp, a wind tunnel test was conducted where segments of the protuberances were instrumented with dynamic pressure transducers; and power-spectra of sectional lift and drag forces at various span-wise locations between two adjacent support brackets were measured under different cross flow angles, Mach number and other conditions. Additionally, frequency-dependent spatial correlations between the sectional forces were also established. The sectional forces were then adjusted by the correlation length to establish span-averaged spectra of normal and lateral forces that can be suitably "added" to various other unsteady forces encountered by the protuberance. This paper describes the methodology used for calculating the correlation-adjusted power spectrum of the buffet load. A second part of the paper describes wind-tunnel results on the difference in the buffet load on the protuberances with and without the PAL ramp. In general when the ramp height is the same as that of the protuberance height, such as that found on the liquid Oxygen part of the tank, the ramp is found to cause significant reduction of the unsteady aerodynamic load. However, on the liquid Hydrogen part of the tank, where the Oxygen feed-line is far larger in diameter than the height of the PAL ramp, little protection is found to be available to all but the Cable Tray.

Panda, J.↗
NASA NTRS2008

Estimation of the Unsteady Aerodynamic Load on Space Shuttle External Tank Protuberances from a Component Wind Tunnel Test

At the wake of the Columbia (STS-107) accident it was decided to remove the Protuberance Aerodynamic Load (PAL) Ramp that was originally intended to protect various protuberances outside of the Space Shuttle External Tank from high buffet load induced by cross-flows at transonic speed. In order to establish the buffet load without the PAL ramp, a wind tunnel test was conducted where segments of the protuberances were instrumented with dynamic pressure transducers; and power-spectra of sectional lift and drag forces at various span-wise locations between two adjacent support brackets were measured under different cross flow angles, Mach number and other conditions. Additionally, frequency-dependent spatial correlations between the sectional forces were also established. The sectional forces were then adjusted by the correlation length to establish span-averaged spectra of normal and lateral forces that can be suitably "added" to various other unsteady forces encountered by the protuberance. This paper describes the methodology used for calculating the correlation-adjusted power spectrum of the buffet load. A second part of the paper describes wind-tunnel results on the difference in the buffet load on the protuberances with and without the PAL ramp. In general when the ramp height is the same as that of the protuberance height, such as that found on the liquid Oxygen part of the tank, the ramp is found to cause significant reduction of the unsteady aerodynamic load. However, on the liquid Hydrogen part of the tank, where the Oxygen feed-line is far larger in diameter than the height of the PAL ramp, little protection is found to be available to all but the Cable Tray.

Panda, Jayatana↗
NASA NTRS1947

Ditching Tests with a 1/12-Scale Model of the Army A-26 Airplane in Langley Tank No. 2 and on an Outdoor Catapult

Tests were conducted in calm water in Langley tank no. 2 and in calm and rough water at an outdoor catapult in order to determine the best way to make a forced landing of an Army A-26 airplane and to determine its probable ditching behavior. These tests were requested by the Air Materiel Command, Army Air Forces, in their letter of March 26, 1943, WEL:AW:50.

Jarvis, George A.↗
NASA NTRS1991

Review and test of chilldown methods for space-based cryogenic tanks

The literature for tank chilldown methods applicable to cryogenic tankage in the zero gravity environment of earth orbit is reviewed. One method is selected for demonstration in a ground based test. The method selected for investigation was the charge-hold-vent method which uses repeated injection of liquid slugs, followed by a hold to allow complete vaporization of the liquid and a vent of the tank to space vacuum to cool tankage to the desired temperature. The test was conducted on a 175 cubic foot, 2219 aluminum walled tank weighing 329 pounds, which was previously outfitted with spray systems to test nonvented fill technologies. To minimize hardware changes, a simple control-by-pressure scheme was implemented to control injected liquid quantities. The tank cooled from 440 R sufficiently in six charge-hold-vent cycles to allow a complete nonvented fill of the test tank. Liquid hydrogen consumed in the process is estimated at 32 pounds.

Chato, David J.↗
NASA NTRS1991

Review and test of chilldown methods for space-based cryogenic tanks

The literature for tank chilldown methods applicable to cryogenic tankage in the zero gravity environment of earth orbit is reviewed. One method is selected for demonstration in a ground based test. The method selected for investigation was the charge-hold-vent method which uses repeated injection of liquid slugs, followed by a hold to allow complete vaporization of the liquid and a vent of the tank to space vacuum to cool tankage to the desired temperature. The test was conducted on a 175 cubic foot, 2219 aluminum walled tank weighing 329 pounds, which was previously outfitted with spray systems to test nonvented fill technologies. To minimize hardware changes, a simple control-by-pressure scheme was implemented to control injected liquid quantities. The tank cooled from 440 R sufficiently in six charge-hold-vent cycles to allow a complete nonvented fill of the test tank. Liquid hydrogen consumed in the process is estimated at 32 pounds.

Chato, David J.↗
DOE OSTI2021

End-of-Life Evaluation of Compressed Natural Gas Vehicle Fuel Tanks

This study evaluated the structural integrity of Type III and Type IV CNG fuel tanks from the Los Angeles (LA) County Metropolitan Transportation Authority to characterize the fuel tank conditions after experiencing a full service life of 15 years in transit bus application. The data produced provide insight about the condition of the CNG fuel tanks at the conclusion of their defined EOL and potential risks of continued operation of the CNG vehicle without replacement of the expired fuel tanks. In addition to physical testing performed on the fuel tanks, a nondestructive evaluation of modal acoustic emission (MAE) was utilized to assess the structural integrity of the tanks. The CNG fuel tanks were evaluated in their received condition and after experiencing artificial damage. The MAE results were then compared to visual inspection results of the procedures defined in the Compressed Gas Association’s (CGA’s) C-6.2 and C-6.4 standards (Compressed Gas Association 2013; 2012) to better understand the effectiveness of the visual inspection and potential safety risks of continued use of the tanks.

03 NATURAL GAS↗
NASA NTRS1977

Space Shuttle Program Progress Report

A status report is presented on progress in the design, manufacturing and testing of components of the space transportation system (STS), and primarily the Space Shuttle vehicles. Project landmarks from 1969 to 1981 are indicated, fabrication of the Shuttle Orbiter and rollout of the first prototype are described, fabrication and assembly of some Orbiter parts are sketched, and some of the subsystems (thermal protection, avionics, maneuvering aids, reaction control, remote manipulator) are described. Also discussed are: Orbiter carrier aircraft, Shuttle main engine and tests, external fuel tank, solid rocket booster, launch and landing facilities. A separate section is devoted to ground tests (vibration, propulsion, electronics, avionics integration), trainers and simulators, and flight tests (captive flight, free flight, landing and approach, orbital flight).

Thompson, R. F.↗
NASA NTRS2003

Mercury Conditions for the MESSENGER Mission Simulated in High- Solar-Radiation Vacuum Tests

The MESSENGER (Mercury Surface, Space Environment, Geochemistry, and Ranging) spacecraft, planned for launch in March 2004, will perform two flybys of Mercury before entering a year-long orbit of the planet in September 2009. The mission will provide opportunities for detailed characterization of the surface, interior, atmosphere, and magnetosphere of the closest planet to the Sun. The NASA Glenn Research Center and the MESSENGER spacecraft integrator, the Johns Hopkins University Applied Physics Laboratory, have partnered under a Space Act Agreement to characterize a variety of critical components and materials under simulated conditions expected near Mercury. Glenn's Vacuum Facility 6, which is equipped with a solar simulator, can simulate the vacuum and high solar radiation anticipated in Mercury orbit. The MESSENGER test hardware includes a variety of materials and components that are being characterized during the Tank 6 vacuum tests, where the hardware will be exposed to up to 11 suns insolation, simulating conditions expected in Mercury orbit. In 2002, ten solar vacuum tests were conducted, including beginning of life, end of life, backside exposure, and solar panel thermal shock cycling tests. Components tested include candidate solar array panels, sensors, thermal shielding materials, and communication devices. As an example, for the solar panel thermal shock cycling test, two candidate solar array panels were suspended on a lift mechanism that lowered the panels into a liquid-nitrogen-cooled box. After reaching -140 C, the panels were then lifted out of the box and exposed to the equivalent of 6 suns (8.1 kilowatts per square meters). After five cold soak/heating cycles were completed successfully, there was no apparent degradation in panel performance. An anticipated 100-hr thermal shield life test is planned for autumn, followed by solar panel flight qualification tests in winter. Glenn's ongoing support to the MESSENGER program has been instrumental in identifying design solutions and validating thermal performance models under a very aggressive development schedule. The test data have assisted Johns Hopkins engineers in selecting a flight solar array vendor and a thermal shield design. MESSENGER is one in a series of missions in NASA's Discovery Program. Infrared thermography provides data on the thermal gradients in the MESSENGER components during high solar insolation vacuum testing.

Wong, Wayne A.↗
NASA NTRS1990

Liquid Transfer Cryogenic Test Facility: Initial hydrogen and nitrogen no-vent fill data

The Liquid Transfer Cryogenic Test Facility is a versatile testbed for ground-based cryogenic fluid storage, handling, and transfer experimentation. The test rig contains two well instrumented tanks, and a third interchangeable tank, designed to accommodate liquid nitrogen or liquid hydrogen testing. The internal tank volumes are approx. 18, 5, and 1.2 cu. ft. Tank pressures can be varied from 2 to 30 psia. Preliminary no vent fill tests with nitrogen and hydrogen were successfully completed with the test rig. Initial results indicate that no vent fills of nitrogen above 90 percent full are achievable using this test configuration, in a 1-g environment, and with inlet liquid temperatures as high as 143 R, and an average tank wall temperature of nearly 300 R. This inlet temperature corresponds to a saturation pressure of 19 psia for nitrogen. Hydrogen proved considerably more difficult to transfer between tanks without venting. The highest temperature conditions resulting in a fill level greater than 90 percent were with an inlet liquid temperature of 34 R, and an estimated tank wall temperature of slightly more than 100 R. Saturation pressure for hydrogen at this inlet temperature is 10 psia. All preliminary no vent fill tests were performed with a top mounted full cone nozzle for liquid injection. The nozzle produces a 120 degree conical droplet spray at a differential pressure of 10 psi. Pressure in the receiving tank was held to less than 30 psia for all tests.

Moran, Matthew E.↗