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NASA NTRS2010

Volume Dynamics Propulsion System Modeling for Supersonics Vehicle Research

Under the NASA Fundamental Aeronautics Program the Supersonics Project is working to overcome the obstacles to supersonic commercial flight. The proposed vehicles are long slim body aircraft with pronounced aero-servo-elastic modes. These modes can potentially couple with propulsion system dynamics; leading to performance challenges such as aircraft ride quality and stability. Other disturbances upstream of the engine generated from atmospheric wind gusts, angle of attack, and yaw can have similar effects. In addition, for optimal propulsion system performance, normal inlet-engine operations are required to be closer to compressor stall and inlet unstart. To study these phenomena an integrated model is needed that includes both airframe structural dynamics as well as the propulsion system dynamics. This paper covers the propulsion system component volume dynamics modeling of a turbojet engine that will be used for an integrated vehicle Aero-Propulso-Servo-Elastic model and for propulsion efficiency studies.

Kopasakis, George↗
NASA NTRS2010

Survey of Propulsion Technologies Applicable to Cubesats

At present, no Cubesat has flown in space featuring propulsion. This was acceptable as long as CubeSats were flown mostly as university experiments. As CubeSats become of interest to other users in the government and industry communities as well, a larger range of capabilities may be required than exhibited so far, while maintaining the uniqueness of the Cubesat platform. Propulsion capability is crucial in increasing mission capabilities of future CubeSats, such as orbit change and raising, formation flying, proximity operations, fine attitude control, or drag-make-up and de-orbit. While some of these tasks may be accomplished with propellantless devices, their applications are limited, applicable mostly to a single task, and bear their own risks. In this study, a survey was conducted of propulsion technologies applicable to CubeSats. Only few off-the-shelf design solutions exist today. The survey was thus expanded to such devices as well that are under significant development, and are approaching the required design envelope for CubeSats with respect to mass, volume, and power. In some cases, such as electric propulsion devices, CubeSat architectures themselves may need to be adapted, required to feature deployable solar arrays to increase power capabilities. Given the vast scope of this survey, only thruster technologies could be surveyed. However, valves and other feed system components, as well as their integration, are equally important, but have to be left to a future survey. Three major propulsion technology areas applicable to CubeSats emerged when conducting this review: (1) Existing technologies, such as butane systems, pulsed plasma thrusters, and vacuum arc thrusters are applicable to CubeSats today with no or only minor changes, (2) New thruster technologies under significant development, such as hydrazine monopropellant systems, ion engines, or colloid thrusters could be adapted to CubeSats with some further development, especially also in other subsystem areas such as feed systems and power processing units. They will also require increased power capabilities, and (3) emerging technologies, such as micro electrospray arrays and micro cavity discharge arrays that offer even higher flexibility due to scalability for CubeSats, and enable compact integration.

micropropulsion↗
NASA NTRS2010

Loop Shaping Control Design for a Supersonic Propulsion System Model Using Quantitative Feedback Theory (QFT) Specifications and Bounds

This paper covers the propulsion system component modeling and controls development of an integrated mixed compression inlet and turbojet engine that will be used for an overall vehicle Aero-Propulso-Servo-Elastic (APSE) model. Using previously created nonlinear component-level propulsion system models, a linear integrated propulsion system model and loop shaping control design have been developed. The design includes both inlet normal shock position control and jet engine rotor speed control for a potential supersonic commercial transport. A preliminary investigation of the impacts of the aero-elastic effects on the incoming flow field to the propulsion system are discussed, however, the focus here is on developing a methodology for the propulsion controls design that prevents unstart in the inlet and minimizes the thrust oscillation experienced by the vehicle. Quantitative Feedback Theory (QFT) specifications and bounds, and aspects of classical loop shaping are used in the control design process. Model uncertainty is incorporated in the design to address possible error in the system identification mapping of the nonlinear component models into the integrated linear model.

Connolly, Joseph W.↗
NASA NTRS2011

In-Space Propulsion Technology Products for NASA's Future Science and Exploration Missions

Since 2001, the In-Space Propulsion Technology (ISPT) project has been developing and delivering in-space propulsion technologies that will enable or enhance NASA robotic science missions. These in-space propulsion technologies are applicable, and potentially enabling, for future NASA flagship and sample return missions currently being considered, as well as having broad applicability to future competed mission solicitations. The high-temperature Advanced Material Bipropellant Rocket (AMBR) engine providing higher performance for lower cost was completed in 2009. Two other ISPT technologies are nearing completion of their technology development phase: 1) NASA's Evolutionary Xenon Thruster (NEXT) ion propulsion system, a 0.6-7 kW throttle-able gridded ion system; and 2) Aerocapture technology development with investments in a family of thermal protection system (TPS) materials and structures; guidance, navigation, and control (GN&C) models of blunt-body rigid aeroshells; aerothermal effect models: and atmospheric models for Earth, Titan, Mars and Venus. This paper provides status of the technology development, applicability, and availability of in-space propulsion technologies that have recently completed their technology development and will be ready for infusion into NASA s Discovery, New Frontiers, Science Mission Directorate (SMD) Flagship, and Exploration technology demonstration missions

Anderson, David J.↗
NASA NTRS2003

Software To Secure Distributed Propulsion Simulations

Distributed-object computing systems are presented with many security threats, including network eavesdropping, message tampering, and communications middleware masquerading. NASA Glenn Research Center, and its industry partners, has taken an active role in mitigating the security threats associated with developing and operating their proprietary aerospace propulsion simulations. In particular, they are developing a collaborative Common Object Request Broker Architecture (CORBA) Security (CORBASec) test bed to secure their distributed aerospace propulsion simulations. Glenn has been working with its aerospace propulsion industry partners to deploy the Numerical Propulsion System Simulation (NPSS) object-based technology. NPSS is a program focused on reducing the cost and time in developing aerospace propulsion engines

Blaser, Tammy M.↗
NASA NTRS2011

MW-Class Electric Propulsion System Designs for Mars Cargo Transport

Multi-kilowatt electric propulsion systems are well developed and have been used on commercial and military satellites in Earth orbit for several years. Ion and Hall thrusters have also propelled robotic spacecraft to encounters with asteroids, the Moon, and minor planetary bodies within the solar system. High power electric propulsion systems are currently being considered to support piloted missions to near earth asteroids, as cargo transport for sustained lunar or Mars exploration, and for very high-power piloted missions to Mars and the outer planets. Using NASA Mars Design Architecture 5.0 as a reference, a preliminary parametric analysis was performed to determine the suitability of a nuclear powered, MW-class electric propulsion system for Mars cargo transport. For this initial analysis, high power 100-kW Hall thrusters and 250-kW VASIMR engines were separately evaluated to determine optimum vehicle architecture and estimated performance. The DRA 5.0 cargo mission closed for both propulsion options, delivering a 100 t payload to Mars orbit and reducing the number of heavy lift launch vehicles from five in the baseline DRA 5.0 architecture to two using electric propulsion. Under an imposed single engine-out mission success criteria, the VASIMR system took longer to reach Mars than did the Hall system, arising from the need to operate the VASIMR thrusters in pairs during the spiral out from low Earth orbit.

Gilland, James H.↗
NASA NTRS2012

Beamed-Energy Propulsion (BEP) Study

The scope of this study was to (1) review and analyze the state-of-art in beamed-energy propulsion (BEP) by identifying potential game-changing applications, (2) formulate a roadmap of technology development, and (3) identify key near-term technology demonstrations to rapidly advance elements of BEP technology to Technology Readiness Level (TRL) 6. The two major areas of interest were launching payloads and space propulsion. More generally, the study was requested and structured to address basic mission feasibility. The attraction of beamed-energy propulsion (BEP) is the potential for high specific impulse while removing the power-generation mass. The rapid advancements in high-energy beamed-power systems and optics over the past 20 years warranted a fresh look at the technology. For launching payloads, the study concluded that using BEP to propel vehicles into space is technically feasible if a commitment to develop new technologies and large investments can be made over long periods of time. From a commercial competitive standpoint, if an advantage of beamed energy for Earth-to-orbit (ETO) is to be found, it will rest with smaller, frequently launched payloads. For space propulsion, the study concluded that using beamed energy to propel vehicles from low Earth orbit to geosynchronous Earth orbit (LEO-GEO) and into deep space is definitely feasible and showed distinct advantages and greater potential over current propulsion technologies. However, this conclusion also assumes that upfront infrastructure investments and commitments to critical technologies will be made over long periods of time. The chief issue, similar to that for payloads, is high infrastructure costs.

Patrick George↗
NASA NTRS2011

Propulsion Physics Under the Changing Density Field Model

To grow as a space faring race, future spaceflight systems will requires new propulsion physics. Specifically a propulsion physics model that does not require mass ejection without limiting the high thrust necessary to accelerate within or beyond our solar system and return within a normal work period or lifetime. In 2004 Khoury and Weltman produced a density dependent cosmology theory they called Chameleon Cosmology, as at its nature, it is hidden within known physics. This theory represents a scalar field within and about an object, even in the vacuum. Whereby, these scalar fields can be viewed as vacuum energy fields with definable densities that permeate all matter; having implications to dark matter/energy with universe acceleration properties; implying a new force mechanism for propulsion physics. Using Chameleon Cosmology, the author has developed a new propulsion physics model, called the Changing Density Field (CDF) Model. This model relates to density changes in these density fields, where the density field density changes are related to the acceleration of matter within an object. These density changes in turn change how an object couples to the surrounding density fields. Whereby, thrust is achieved by causing a differential in the coupling to these density fields about an object. Since the model indicates that the density of the density field in an object can be changed by internal mass acceleration, even without exhausting mass, the CDF model implies a new propellant-less propulsion physics model

Robertson, Glen A.↗
NASA NTRS2012

In-Space Propulsion Technology Products Ready for Infusion on NASA's Future Science Missions

Since 2001, the In-Space Propulsion Technology (ISPT) program has been developing and delivering in-space propulsion technologies that will enable or enhance NASA robotic science missions. These in-space propulsion technologies are applicable, and potentially enabling, for future NASA flagship and sample return missions currently being considered. They have a broad applicability to future competed mission solicitations. The high-temperature Advanced Material Bipropellant Rocket (AMBR) engine, providing higher performance for lower cost, was completed in 2009. Two other ISPT technologies are nearing completion of their technology development phase: 1) NASA s Evolutionary Xenon Thruster (NEXT) ion propulsion system, a 0.6-7 kW throttle-able gridded ion system; and 2) Aerocapture technology development with investments in a family of thermal protection system (TPS) materials and structures; guidance, navigation, and control (GN&C) models of blunt-body rigid aeroshells; aerothermal effect models; and atmospheric models for Earth, Titan, Mars and Venus. This paper provides status of the technology development, applicability, and availability of in-space propulsion technologies that have recently completed their technology development and will be ready for infusion into NASA s Discovery, New Frontiers, SMD Flagship, or technology demonstration missions.

Anderson, David J.↗
NASA NTRS2011

Robust Thermal Control of Propulsion Lines for Space Missions

A document discusses an approach to insulating propulsion lines for spacecraft. In spacecraft that have propulsion lines that are located externally with open bus architecture, the lines are typically insulated by Multi Layer Insulation (MLI) blankets. MLI on propulsion lines tends to have large and somewhat random variances in its heat loss properties (effective emittance) from one location to the next, which makes it an un-robust approach to control propulsion line temperatures. The approach described here consists of a clamshell design in which the inner surface of the shell is coated with low-emissivity aluminized Kapton tape, and the outer surface is covered with black tape. This clamshell completely encloses the propulsion line. The line itself is covered with its heater, which in turn, is covered completely with black tape. This approach would be low in heater power needs because even though the outer surface of the prop line (and its heater) is covered with black tape as well as the outer surface of the clamshell, the inner surface of the clamshell is covered with low-emissivity aluminized Kapton tape. Hence, the heat loss from the line will be small and comparable to the MLI based one. In terms of contamination changing the radiative properties of surfaces, since the clamshell s inner surface is always protected during handling and is only installed after all the work on the prop line has been completed, the controlling surface, which is the clamshell s inner surface, is always in pristine condition. This proposed design allows for a much more deterministic and predictable design using a very simple and implementable approach for thermal control. It also uses low heater power and is robust to handling and contamination during and after implementation.

Bhandari, Pradeep↗
NASA NTRS2012

RS-34 Phoenix (Peacekeeper Post Boost Propulsion System) Utilization Study

The Advanced Concepts Office (ACO) at the NASA Marshall Space Flight Center (MSFC) in conjunction with Pratt & Whitney Rocketdyne conducted a study to evaluate potential in-space applications for the Rocketdyne produced RS-34 propulsion system. The existing RS-34 propulsion system is a remaining asset from the decommissioned United States Air Force Peacekeeper ICBM program; specifically the pressure-fed storable bipropellant Stage IV Post Boost Propulsion System, renamed Phoenix. MSFC gained experience with the RS-34 propulsion system on the successful Ares I-X flight test program flown in October 2009. RS-34 propulsion system components were harvested from stages supplied by the USAF and used on the Ares I-X Roll control system (RoCS). The heritage hardware proved extremely robust and reliable and sparked interest for further utilization on other potential in-space applications. Subsequently, MSFC is working closely with the USAF to obtain all the remaining RS-34 stages for re-use opportunities. Prior to pursuit of securing the hardware, MSFC commissioned the Advanced Concepts Office to understand the capability and potential applications for the RS-34 Phoenix stage as it benefits NASA, DoD, and commercial industry. Originally designed, the RS-34 Phoenix provided in-space six-degrees-of freedom operational maneuvering to deploy multiple payloads at various orbital locations. The RS-34 Phoenix Utilization Study sought to understand how the unique capabilities of the RS-34 Phoenix and its application to six candidate missions: 1) small satellite delivery (SSD), 2) orbital debris removal (ODR), 3) ISS re-supply, 4) SLS kick stage, 5) manned GEO servicing precursor mission, and an Earth-Moon L-2 Waypoint mission. The small satellite delivery and orbital debris removal missions were found to closely mimic the heritage RS-34 mission. It is believed that this technology will enable a small, low-cost multiple satellite delivery to multiple orbital locations with a single boost. For both the small satellite delivery and the orbital debris mission candidates, the RS-34 Phoenix requires the least amount of modification to the existing hardware. The results of the RS-34 Phoenix Utilization Study show that the system is technically sufficient to successfully support all of the missions analyzed

Esther, Elizabeth A.↗
NASA NTRS2012

The Direction of Fluid Dynamics for Liquid Propulsion at NASA Marshall Space Flight Center

Marshall Space Flight Center (MSFC) is the National Aeronautics and Space Administration (NASA)-designated center for the development of space launch systems. MSFC is particularly known for propulsion system development. Many engineering skills and technical disciplines are needed to accomplish this mission. This presentation will focus on the work of the Fluid Dynamics Branch (ER42). ER42 resides in the Propulsion Systems Department at MSFC. The branch is responsible for all aspects of the discipline of fluid dynamics applied to propulsion or propulsion-induced loads and environments. This work begins with design trades and parametric studies, and continues through development, risk assessment, anomaly investigation and resolution, and failure investigations. Applications include the propellant delivery system including the main propulsion system (MPS) and turbomachinery; combustion devices for liquid engines and solid rocket motors; coupled systems; and launch environments. An advantage of the branch is that it is neither analysis nor test centric, but discipline centric. Fluid dynamics assessments are made by analysis, from lumped parameter modeling through unsteady computational fluid dynamics (CFD); testing, which can be cold flow or hot fire; or a combination of analysis and testing. Integration of all discipline methods into one branch enables efficient and accurate support to the projects. To accomplish this work, the branch currently employs approximately fifty engineers divided into four teams -- Propellant Delivery CFD, Combustion Driven Flows CFD, Unsteady and Experimental Flows, and Acoustics and Stability. This discussion will highlight some of the work performed in the branch and the direction in which the branch is headed.

Griffin, Lisa W.↗
NASA NTRS2012

MSFC's Advanced Space Propulsion Formulation Task

In NASA s Fiscal Year 2012, a small project was undertaken to provide additional substance, depth, and activity knowledge to the technology areas identified in the In-Space Propulsion Systems Roadmap, Technology Area 02 (TA-02), as created under the auspices of the NASA Office of the Chief Technologist (OCT). This roadmap was divided into four basic groups: (1) Chemical Propulsion, (2) Non-chemical Propulsion, (3) Advanced (TRL<3) Propulsion Technologies, and (4) Supporting Technologies. The first two were grouped according to the governing physics. The third group captured technologies and physic concepts that are at a lower TRL level. The fourth group identified pertinent technical areas that are strongly coupled with these related areas which could allow significant improvements in performance. There were a total of 45 technologies identified in TA-02, and 25 of these were studied in this formulation task. The goal of this task was to provide OCT with a knowledge-base for decisionmaking on advanced space propulsion technologies and not waste money by unintentionally repeating past projects or funding the technologies with minor impacts. This formulation task developed the next level of detail for technologies described and provides context to OCT where investments should be made. The presentation will begin with the list of technologies from TA-02, how they were prioritized for this study, and details on what additional data was captured for the technologies studied. Following this, some samples of the documentation will be provided, followed by plans on how the data will be made accessible.

Huebner, Lawrence D.↗
NASA NTRS2009

Turboelectric Distributed Propulsion Engine Cycle Analysis for Hybrid-Wing-Body Aircraft

Meeting NASA's N+3 goals requires a fundamental shift in approach to aircraft and engine design. Material and design improvements allow higher pressure and higher temperature core engines which improve the thermal efficiency. Propulsive efficiency, the other half of the overall efficiency equation, however, is largely determined by the fan pressure ratio (FPR). Lower FPR increases propulsive efficiency, but also dramatically reduces fan shaft speed through the combination of larger diameter fans and reduced fan tip speed limits. The result is that below an FPR of 1.5 the maximum fan shaft speed makes direct drive turbines problematic. However, it is the low pressure ratio fans that allow the improvement in propulsive efficiency which, along with improvements in thermal efficiency in the core, contributes strongly to meeting the N+3 goals for fuel burn reduction. The lower fan exhaust velocities resulting from lower FPRs are also key to meeting the aircraft noise goals. Adding a gear box to the standard turbofan engine allows acceptable turbine speeds to be maintained. However, development of a 50,000+ hp gearbox required by fans in a large twin engine transport aircraft presents an extreme technical challenge, therefore another approach is needed. This paper presents a propulsion system which transmits power from the turbine to the fan electrically rather than mechanically. Recent and anticipated advances in high temperature superconducting generators, motors, and power lines offer the possibility that such devices can be used to transmit turbine power in aircraft without an excessive weight penalty. Moving to such a power transmission system does more than provide better matching between fan and turbine shaft speeds. The relative ease with which electrical power can be distributed throughout the aircraft opens up numerous other possibilities for new aircraft and propulsion configurations and modes of operation. This paper discusses a number of these new possibilities. The Boeing N2 hybrid-wing-body (HWB) is used as a baseline aircraft for this study. The two pylon mounted conventional turbofans are replaced by two wing-tip mounted turboshaft engines, each driving a superconducting generator. Both generators feed a common electrical bus which distributes power to an array of superconducting motor-driven fans in a continuous nacelle centered along the trailing edge of the upper surface of the wing-body. A key finding was that traditional inlet performance methodology has to be modified when most of the air entering the inlet is boundary layer air. A very thorough and detailed propulsion/airframe integration (PAI) analysis is required at the very beginning of the design process since embedded engine inlet performance must be based on conditions at the inlet lip rather than freestream conditions. Examination of a range of fan pressure ratios yielded a minimum Thrust-specific-fuel-consumption (TSFC) at the aerodynamic design point of the vehicle (31,000 ft /Mach 0.8) between 1.3 and 1.35 FPR. We deduced that this was due to the higher pressure losses prior to the fan inlet as well as higher losses in the 2-D inlets and nozzles. This FPR is likely to be higher than the FPR that yields a minimum TSFC in a pylon mounted engine. 1

Felder, James L.↗
NASA NTRS2013

RS-34 Phoenix (Peacekeeper Post Boost Propulsion System) Utilization Study

The Advanced Concepts Office (ACO) at the NASA Marshall Space Flight Center (MSFC) in conjunction with Pratt & Whitney Rocketdyne conducted a study to evaluate potential in-space applications for the Rocketdyne produced RS-34 propulsion system. The existing RS-34 propulsion system is a remaining asset from the de-commissioned United States Air Force Peacekeeper ICBM program, specifically the pressure-fed storable bipropellant Stage IV Post Boost Propulsion System, renamed Phoenix. MSFC gained experience with the RS-34 propulsion system on the successful Ares I-X flight test program flown in October 2009. RS-34 propulsion system components were harvested from stages supplied by the USAF and used on the Ares I-X Roll control system (RoCS). The heritage hardware proved extremely robust and reliable and sparked interest for further utilization on other potential in-space applications. MSFC is working closely with the USAF to obtain RS-34 stages for re-use opportunities. Prior to pursuit of securing the hardware, MSFC commissioned the Advanced Concepts Office to understand the capability and potential applications for the RS-34 Phoenix stage as it benefits NASA, DoD, and commercial industry. As originally designed, the RS-34 Phoenix provided in-space six-degrees-of freedom operational maneuvering to deploy multiple payloads at various orbital locations. The RS-34 Phoenix Utilization Study sought to understand how the unique capabilities of the RS-34 Phoenix and its application to six candidate missions: 1) small satellite delivery (SSD), 2) orbital debris removal (ODR), 3) ISS re-supply, 4) SLS kick stage, 5) manned GEO servicing precursor mission, and an Earth-Moon L-2 Waypoint mission. The small satellite delivery and orbital debris removal missions were found to closely mimic the heritage RS-34 mission. It is believed that this technology will enable a small, low-cost multiple satellite delivery to multiple orbital locations with a single boost. For both the small satellite delivery and the orbital debris mission candidates, the RS-34 Phoenix requires the least amount of modification to the existing hardware. The results of the RS-34 Phoenix Utilization Study show that the system is technically sufficient to successfully support all of the missions analyzed.

Esther, Elizabeth A.↗
NASA NTRS2013

Advanced Space Transportation Concepts and Propulsion Technologies for a New Delivery Paradigm

This paper describes Advanced Space Transportation Concepts and Propulsion Technologies for a New Delivery Paradigm. It builds on the work of the previous paper "Approach to an Affordable and Productive Space Transportation System". The scope includes both flight and ground system elements, and focuses on their compatibility and capability to achieve a technical solution that is operationally productive and also affordable. A clear and revolutionary approach, including advanced propulsion systems (advanced LOX rich booster engine concept having independent LOX and fuel cooling systems, thrust augmentation with LOX rich boost and fuel rich operation at altitude), improved vehicle concepts (autogeneous pressurization, turbo alternator for electric power during ascent, hot gases to purge system and keep moisture out), and ground delivery systems, was examined. Previous papers by the authors and other members of the Space Propulsion Synergy Team (SPST) focused on space flight system engineering methods, along with operationally efficient propulsion system concepts and technologies. This paper continues the previous work by exploring the propulsion technology aspects in more depth and how they may enable the vehicle designs from the previous paper. Subsequent papers will explore the vehicle design, the ground support system, and the operations aspects of the new delivery paradigm in greater detail.

Robinson, John W.↗
NASA NTRS2014

Design, Integration, Certification and Testing of the Orion Crew Module Propulsion System

The Orion Multipurpose Crew Vehicle (MPCV) is NASA's next generation spacecraft for human exploration of deep space. Lockheed Martin is the prime contractor for the design, development, qualification and integration of the vehicle. A key component of the Orion Crew Module (CM) is the Propulsion Reaction Control System, a high‐flow hydrazine system used during re‐entry to orient the vehicle for landing. The system consists of a completely redundant helium (GHe) pressurization system and hydrazine fuel system with monopropellant thrusters. The propulsion system has been designed, integrated, and qualification tested in support of the Orion program's first orbital flight test, Exploration Flight Test One (EFT‐1), scheduled for 2014. A subset of the development challenges and lessons learned from this first flight test campaign will be discussed in this paper for consideration when designing future spacecraft propulsion systems. The CONOPS and human rating requirements of the CM propulsion system are unique when compared with a typical satellite propulsion reaction control system. The system requires a high maximum fuel flow rate. It must operate at both vacuum and sea level atmospheric pressure conditions. In order to meet Orion's human rating requirements, multiple parts of the system must be redundant, and capable of functioning after spacecraft system fault events.

McKay, Heather↗
NASA NTRS2014

Resource Prospector Propulsion Cold Flow Test

For the past year, NASA Marshall Space Flight Center and Johnson Space Center have been working on a government version of a lunar lander design for the Resource Prospector Mission. A propulsion cold flow test system, representing an early flight design of the propulsion system, has been fabricated. The primary objective of the cold flow test is to simulate the Resource Prospector propulsion system operation through water flow testing and obtain data for anchoring analytical models. This effort will also provide an opportunity to develop a propulsion system mockup to examine hardware integration to a flight structure. This paper will report the work progress of the propulsion cold flow test system development and test preparation. At the time this paper is written, the initial waterhammer testing is underway. The initial assessment of the test data suggests that the results are as expected and have a similar trend with the pretest prediction. The test results will be reported in a future conference.

Williams, Hunter↗