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At least 775 records · Page 43

Guide for Oxygen Hazards Analyses on Components and Systems

Because most materials, including metals, will burn in an oxygen-enriched environment, hazards are always present when using oxygen. Most materials will ignite at lower temperatures in an oxygen-enriched environment than in air, and once ignited, combustion rates are greater in the oxygen-enriched environment. Many metals burn violently in an oxygen-enriched environment when ignited. Lubricants, tapes, gaskets, fuels, and solvents can increase the possibility of ignition in oxygen systems. However, these hazards do not preclude the use of oxygen. Oxygen may be safely used if all the materials in a system are not flammable in the end-use environment or if ignition sources are identified and controlled. These ignition and combustion hazards necessitate a proper oxygen hazards analysis before introducing a material or component into oxygen service. The objective of this test plan is to describe the White Sands Test Facility oxygen hazards analysis to be performed on components and systems before oxygen is introduced and is recommended before implementing the oxygen component qualification procedure. The plan describes the NASA Johnson Space Center White Sands Test Facility method consistent with the ASTM documents for analyzing the hazards of components and systems exposed to an oxygen-enriched environment. The oxygen hazards analysis is a useful tool for oxygen-system designers, system engineers, and facility managers. Problem areas can be pinpointed before oxygen is introduced into the system, preventing damage to hardware and possible injury or loss of life.

Stoltzfus, Joel M.↗

The Effect of Gravity on the Combustion of Bulk Metals

In recent years, metal combustion studies at the University of Colorado have focused on the effects of gravity (g) on the ignition and burning behavior of bulk metals. The impetus behind this effort is the understanding of the ignition conditions and flammability properties of structural metals found in oxygen (O2) systems for space applications. Since spacecraft are subjected to higher-than-1g loads during launch and reentry and to a zero-gravity environment while in orbit, the study of ignition and combustion of bulk metals at different gravitational accelerations is of great practical concern. From the scientific standpoint, studies conducted under low gravity conditions provide simplified boundary conditions, since buoyancy is removed, and make possible the identification of fundamental ignition and combustion mechanisms. This investigation is intended to provide experimental verification of the influence of natural convection on the burning behavior of metals. In addition, the study offers the first findings of the influence of gravity on ignition of bulk metals and on the combustion mechanism and structure of metal-oxygen, vapor-phase diffusion flames in a buoyancy-free environment. Titanium (Ti) and magnesium (Mg) metals were chosen because of their importance as elements of structural materials and their simple chemical composition-pure metals instead of multicomponent alloys to simplify chemical and spectroscopic analyses. In addition, these elements present the two different combustion modes observed in metals: heterogeneous or surface burning (for Ti) and homogeneous or gas-phase reaction (for Mg). Finally, Mg, Ti, and their oxides exhibit a wide range of thermophysical and chemical properties. Metal surface temperature profiles, critical and ignition temperatures, propagation rates, burning times, and spectroscopic measurements are obtained under normal and reduced gravity. Visual evidence of all phenomena is provided by high-speed photography.

Branch, Melvyn C.↗

Liquid Oxygen/Liquid Methane Test Results of the RS-18 Lunar Ascent Engine at Simulated Altitude Conditions at NASA White Sands Test Facility

Tests were conducted with the RS-18 rocket engine using liquid oxygen (LO2) and liquid methane (LCH4) propellants under simulated altitude conditions at NASA Johnson Space Center White Sands Test Facility (WSTF). This project is part of NASA's Propulsion and Cryogenics Advanced Development (PCAD) project. "Green" propellants, such as LO2/LCH4, offer savings in both performance and safety over equivalently sized hypergolic propulsion systems in spacecraft applications such as ascent engines or service module engines. Altitude simulation was achieved using the WSTF Large Altitude Simulation System, which provided altitude conditions equivalent up to ~122,000 ft (~37 km). For specific impulse calculations, engine thrust and propellant mass flow rates were measured. LO2 flow ranged from 5.9 - 9.5 lbm/sec (2.7 - 4.3 kg/sec), and LCH4 flow varied from 3.0 - 4.4 lbm/sec (1.4 - 2.0 kg/sec) during the RS-18 hot-fire test series. Propellant flow rate was measured using a coriolis mass-flow meter and compared with a serial turbine-style flow meter. Results showed a significant performance measurement difference during ignition startup due to two-phase flow effects. Subsequent cold-flow testing demonstrated that the propellant manifolds must be adequately flushed in order for the coriolis flow meters to give accurate data. The coriolis flow meters were later shown to provide accurate steady-state data, but the turbine flow meter data should be used in transient phases of operation. Thrust was measured using three load cells in parallel, which also provides the capability to calculate thrust vector alignment. Ignition was demonstrated using a gaseous oxygen/methane spark torch igniter. Test objectives for the RS-18 project are 1) conduct a shakedown of the test stand for LO2/methane lunar ascent engines, 2) obtain vacuum ignition data for the torch and pyrotechnic igniters, and 3) obtain nozzle kinetics data to anchor two-dimensional kinetics codes. All of these objectives were met with the RS-18 data and additional testing data from subsequent LO2/methane test programs in 2009 which included the first simulated-altitude pyrotechnic ignition demonstration of LO2/methane.

Melcher, John C., IV↗

A Full-Scale Fire Program to Evaluate New Furnishings and Textile Materials Developed by the National Aeronautics and Space Administration

The plans for the present series of full-scale experimental fires were initiated at the suggestion of NASA following the presentation of a film and discussion illustrating Battelle-Columbus' recent work in fire research. That film showed bedroom-type fires carried out as a part of a program to determine the influence of the cyclic characteristics of real fires under limited ventilation on the burning and pyrolysis properties of the room furnishings. A new series of fires was suggested by NASA designed to show the performance of new fire resistant and fire retardant materials by providing comparative fire and smoldering environmental conditions. More recently, the goal for the new series of fires was written in a meeting with NASA personnel and others at Battelle on May 3 and 4, 1972. The goal was as follows: To establish the need for special materials of improved fire safety in domiciliary settings of public concern, and to assess, in a professionally acceptable manner, the potential of materials arising from the new space-age technology for this purpose. It was anticipated that some new materials arising from the space-age technology and not yet available through conventional commercial channels might provide significant improvements in fire safety if the best of the commercially available materials showed important shortcomings in this area. It was the intent of this program to assess the benefits that could accrue from the use of these new materials. Fire safety is a matter requiring the evaluation of a number of factors. For example, fire resistance and fire spread, visibility during the fire, toxicity of evolved gases, and the fire-fighting problem that is created must be evaluated before the relative hazard can be assessed. The plan of the program provided for sampling and instrumentation to evaluate these factors, consistent with the goal of technological utilization that has been specified. Arrangements were made with the Columbus Fire Department to use an existing six-story concrete building', designed and used as a fire training tower, as the site for the experimental fires. The visual evidence provided by TV and photographic coverage of the four experimental room fires showed clearly that the rooms responded very differently to a common ignition condition. In particular: (1) The Typical room, furnished from conventional retail sources, ignited easily and burned rapidly so that after 8 minutes the contents of the room were nearly destroyed. (2) The Improved room, furnished with materials selected as being among the best commercially available, showed substantial improvement over the Typical room in that there was slower fire spread. However, the relatively complete destruction of the room contents that resulted, and the large amounts of smoke, made it clear that substantial further improvements were needed. This fire was stopped after 29 minutes. (3) The Space-age room, furnished completely with new materials that were not yet commercially available, did not ignite under the common ignition condition and soon demonstrated the substantial improvement in fire resistance available for those components close to the ignition source. A second and larger ignition arrangement showed that this room can burn, but the difficulty with which this was brought about confirmed the improved fire resistance available with use of these materials. (4) The Mixed room ensemble, furnished with 'materials identical to the Typical room except for the substitution of the bed from the Space-age room, illustrated the improvement in control of fire spread available by careful placement of fire materials in the important paths of fire development of an otherwise ordinary room. The most significant hazards at early times in each fire were due to the rapid rise in heat flux and the abrupt obscuration of vision by smoke. The most consistent toxicity hazard was due to CO and its importance would depend on the ability of the occupant to survive the initial heat and smoke menace which characterized each fire room. Other gases and vapors were shown to reach hazardous levels in certain fire rooms and, again, their significance to an occupant, would relate to the times in which such hazards occurred, and probably to the synergistic nature of the hazard arising from mixtures of such gases. Fire retardant items in the room are caused to pyrolyze by the heat of burning from other items in the room and so contribute to combustible and toxic vapor accumulations, even though they may not have entered into the burning process. This effect of a mixture of combustible materials to produce burning and pyrolysis not characteristic of any one item individually we have chosen to call the "ensemble effect". Further full-scale fire trials may be expected to show the significant changes that control the burning and pyrolytic processes and in that event a programmed fire chamber should be developed to yield realistic laboratory results.

Hillenbrand, L. J.↗

Improved ASTM G72 Test Method for Ensuring Adequate Fuel-to-Oxidizer Ratios

The ASTM G72/G72M-15 Standard Test Method for Autogenous Ignition Temperature of Liquids and Solids in a High-Pressure Oxygen-Enriched Environment is currently used to evaluate materials for the ignition susceptibility driven by exposure to external heat in an enriched oxygen environment. Testing performed on highly volatile liquids such as cleaning solvents has proven problematic due to inconsistent test results (non-ignitions). Non-ignition results can be misinterpreted as favorable oxygen compatibility, although they are more likely associated with inadequate fuel-to-oxidizer ratios. Forced evaporation during purging and inadequate sample size were identified as two potential causes for inadequate available sample material during testing. In an effort to maintain adequate fuel-to-oxidizer ratios within the reaction vessel during test, several parameters were considered, including sample size, pretest sample chilling, pretest purging, and test pressure. Tests on a variety of solvents exhibiting a range of volatilities are presented in this paper. A proposed improvement to the standard test protocol as a result of this evaluation is also presented. Execution of the final proposed improved test protocol outlines an incremental step method of determining optimal conditions using increased sample sizes while considering test system safety limits. The proposed improved test method increases confidence in results obtained by utilizing the ASTM G72 autogenous ignition temperature test method and can aid in the oxygen compatibility assessment of highly volatile liquids and other conditions that may lead to false non-ignition results.

Juarez, Alfredo↗

Improved ASTM G72 Test Method for Ensuring Adequate Fuel-to-Oxidizer Ratios

The ASTM G72/G72M-15 Standard Test Method for Autogenous Ignition Temperature of Liquids and Solids in a High-Pressure Oxygen-Enriched Environment is currently used to evaluate materials for the ignition susceptibility driven by exposure to external heat in an enriched oxygen environment. Testing performed on highly volatile liquids such as cleaning solvents has proven problematic due to inconsistent test results (non-ignitions). Non-ignition results can be misinterpreted as favorable oxygen compatibility, although they are more likely associated with inadequate fuel-to-oxidizer ratios. Forced evaporation during purging and inadequate sample size were identified as two potential causes for inadequate available sample material during testing. In an effort to maintain adequate fuel-to-oxidizer ratios within the reaction vessel during test, several parameters were considered, including sample size, pretest sample chilling, pretest purging, and test pressure. Tests on a variety of solvents exhibiting a range of volatilities are presented in this paper. A proposed improvement to the standard test protocol as a result of this evaluation is also presented. Execution of the final proposed improved test protocol outlines an incremental step method of determining optimal conditions using increased sample sizes while considering test system safety limits. The proposed improved test method increases confidence in results obtained by utilizing the ASTM G72 autogenous ignition temperature test method and can aid in the oxygen compatibility assessment of highly volatile liquids and other conditions that may lead to false non-ignition results.

Juarez, Alfredo↗

Flammability testing conducted in support of Apollo 13

In support of the Apollo 13 investigation of the oxygen tank failure, flame propagation rates were determined for Teflon insulation in cryogenic and ambient temperature oxygen for upward, downward, and zero g burns. The propagation rates depended heavily on configuration and varied from 4.8 to 10.9 cm/sec for upward one g burns to 0.48 cm/sec for zero g burns. In addition to the flame propagation rates, tests were conducted to determine if Teflon burning in cryogenic oxygen could ignite metals (promoted ignition) with which it came in contact. Tests conducted on various metal alloys used in the oxygen tank indicated that most of the alloys could be ignited by burning Teflon in certain configurations. After the propagation rates and promoted metal ignitions had been evaluated, a test was conducted on a quantity gauge and wire harness used in the oxygen tank to determine if flame propagation to the tank wall was possible. Propagation of the wire bundle after ignition resulted in a catastrophic failure of the test vessel in the area of the quantity gauge.

Leger, L. J.↗

Bibliography on aircraft fire hazards and safety. Volume 1: Hazards. Part 1: Key numbers 1 to 817

Ignition temperatures of n-hexane, n-octane, n-decane, JP-6 jet fuel, and aircraft engine oil MIL-7-7808 (0-60-18) were determined in air using heated Pyrex cylinders and Nichrome wires, rods, or tubes. Ignition temperature varied little with fuel-air ratio, but increased as the size of the heat source was decreased. Expressions are given which define the variation of the hot surface ignition temperatures of these combustibles with the radius and the surface area of the heat source. The expressions are applicable to stagnant or low velocity flow conditions (less than 0.2 in./sec.). In addition, the hot gas ignition temperatures of the combustible vapor-air mixtures were determined with jets of hot air. These ignition temperatures also varied little with fuel-air ratio and increased as the diameter of the heat sources was decreased.

Pelouch, J. J., Jr.↗

Aircraft Engine Sump Fire Mitigation, Phase 2

The effect of changes in the input parameters (air leakage flow rate and temperature and lubricating oil inlet flow rate and temperature) over a specified range on the flammability conditions within an aircraft engine bearing sump was investigated. An analytical study was performed to determine the effect of various parameters on the generation rate of oil vapor from oil droplets in a hot air stream flowing in a cylindrical tube. The ignition of the vapor-air mixture by an ignition source was considered. The experimental investigation demonstrated that fires would be ignited by a spark ignitor over the full range of air and oil flow rates and air temperatures evaluated. However, no fires could be ignited when the oil inlet temperature was maintained below 41.7 K (290 F). The severity of the fires ignited were found to be directly proportional to the hot air flow rate. Reasonably good correlation was found between the mixture temperature in the sump at the ignitor location and the flammability limits as defined by flammability theory; thus a fairly reliable experimental method of determining flammable conditions within a sump was demonstrated. The computerized mathematical model shows that oil droplet size and air temperature have the greatest influence on the generation rate of oil vapor.

Rosenlieb, J. W.↗

Supersonic burning in separated flow regions

The trough vortex phenomena is used for combustion of hydrogen in a supersonic air stream. This was done in small sizes suitable for igniters in supersonic combustion ramjets so long as the boundary layer displacement thickness is less than 25% of the trough step height. A simple electric spark, properly positioned, ignites the hydrogen in the trough corner. The resulting flame is self sustaining and reignitable. Hydrogen can be injected at the base wall or immediately upstream of the trough. The hydrogen is introduced at low velocity to permit it to be drawn into the corner vortex system and thus experience a long residence time in the combustion region. The igniters can be placed on a skewed back step for angles at least up to 30 deg. without affecting the igniter performance significantly. Certain metals (platinum, copper) act catalytically to improve ignition.

Zumwalt, G. W.↗

Anti-misting additives for jet fuels

The ignition characteristics of sprays, created by wind shear action, of Jet-A fuel containing polyisobutylene additives wee examined over ranges of air velocities from 45 to 90 m/s and of fuel/air mass ratios of 0.20 to 8.0. Ignition was by calibrated sparks of energies up to about 0.5 J and by a butane/oxygen flame at 165 J/s. The polymeric additives studied included the grades L80, L160, and L200 from Exxon Chemical and B200 and B230 from BASF. The ignition suppression ability of the additives, as well as their observed anti-misting (AM) behavior, ranked exactly as their molecular weights (viscosity average, M sub v) with 400-500 ppm of L80 (M sub v = 0.68 x 1,000,000) being required to suppress ignition of a spray at 51 m/s, 1.8 fuel/air mass ratio, by a 0.55 J spark while only 10 ppm of B230 (M sub v = 7.37 x 1,000,000) was required for the same conditions. The additive concentrations (L160) required for ignition suppression increased with increasing air velocity and with increasing fuel/air ratio.

Grens, E. A., II↗

Free-piston Stirling hydraulic engine and drive system for automobiles

The calculated fuel economy for an automotive free piston Stirling hydraulic engine and drive system using a pneumatic accumulator with the fuel economy of both a conventional 1980 spark ignition engine in an X body class vehicle and the estimated fuel economy of a 1984 spark ignition vehicle system are compared. The results show that the free piston Stirling hydraulic system with a two speed transmission has a combined fuel economy nearly twice that of the 1980 spark ignition engine - 21.5 versus 10.9 km/liter (50.7 versus 25.6 mpg) under comparable conditions. The fuel economy improvement over the 1984 spark ignition engine was 81 percent. The fuel economy sensitivity of the Stirling hydraulic system to system weight, number of transmission shifts, accumulator pressure ratio and maximum pressure, auxiliary power requirements, braking energy recovery, and varying vehicle performance requirements are considered. An important finding is that a multispeed transmission is not required. The penalty for a single speed versus a two speed transmission is about a 12 percent drop in combined fuel economy to 19.0 km/liter (44.7 mpg). This is still a 60 percent improvement in combined fuel economy over the projected 1984 spark ignition vehicle.

Beremand, D. G.↗

The role of surface generated radicals in catalytic combustion

Experiments were conducted to better understand the role of catalytic surface reactions in determining the ignition characteristics of practical catalytic combustors. Hydrocarbon concentrations, carbon monoxide and carbon dioxide concentrations, hydroxyl radical concentrations, and gas temperature were measured at the exit of a platinum coated, stacked plate, catalytic combustor during the ignition of lean propane-air mixtures. The substrate temperature profile was also measured during the ignition transient. Ignition was initiated by suddenly turning on the fuel and the time to reach steady state was of the order of 10 minutes. The gas phase reaction, showed no pronounced effect due to the catalytic surface reactions, except the absence of a hydroxyl radical overshoot. It is found that the transient ignition measurements are valuable in understanding the steady state performance characteristics.

Santavicca, D. A.↗

Experimental investigation of piloted flameholders

Four configurations of piloted flameholders were tested. The range of flame stabilization, flame propagation, pressure oscillation during ignition, and pressure drop of the configurations were determined. Some tests showed a very strong effect of inlet flow velocity profile and flameholder geometry on flame stabilization. These tests led to the following conclusions. (1) The use of a piloted flameholder in the turbofan augmentor may minimize the peak pressure rise during ignition. At the present experimental conditions, delta P/P asterisk over 2 is less than 10 percent; therefore, the use of a piloted flameholder is a good method to realize soft ignition. (2) The geometry of the piloted flameholder and the amount of fuel injected into the flameholder have a strong effect on the pressure oscillation during ignition of the fuel-air mixture in the secondary zone. (3) Compared with the V-gutter flameholder with holes in its wall, the V-gutter flameholder without holes not only has advantages such as simple structure and good rigidity but offers a wide combustion stability limit and a high capability of igniting the fuel-air mixture of the secondary zone.

Guo, C. F.↗

Flammability and sensitivity of materials in oxygen-enriched atmospheres; Proceedings of the Fourth International Symposium, Las Cruces, NM, Apr. 11-13, 1989. Volume 4

The present volume discusses the ignition of nonmetallic materials by the impact of high-pressure oxygen, the promoted combustion of nine structural metals in high-pressure gaseous oxygen, the oxygen sensitivity/compatibility ranking of several materials by different test methods, the ignition behavior of silicon greases in oxygen atmospheres, fire spread rates along cylindrical metal rods in high-pressure oxygen, and the design of an ignition-resistant, high pressure/temperature oxygen valve. Also discussed are the promoted ignition of oxygen regulators, the ignition of PTFE-lined flexible hoses by rapid pressurization with oxygen, evolving nonswelling elastomers for high-pressure oxygen environments, the evaluation of systems for oxygen service through the use of the quantitative fault-tree analysis, and oxygen-enriched fires during surgery of the head and neck.

Stoltzfus, Joel M.↗

Output testing of small-arms primers

The performance of two standard primers for initiating small-caliber ammunition are compared to that of a primer for initiating aircraft escape-system components. Three testing methods are employed including: (1) firing the primer to measure total energy delivered; (2) monitoring output in terms of gaseous product-mass flow rate and pressure as a function of time; and (3) firing the primer onto ignition material to study gas pressure produced during ignition and burning as a function of time. The results of the test demonstrate differences in the ignitability factors of the standard primers and time peak pressures of less than 100 microseconds. One unexpected result is that two percussion primers (the FA-41 and the M42C1) developed for different applications have the same ignitability. The ignitability test method is shown to yield the most useful data and can be used to specify percussion primers and optimize their performance.

Bement, Laurence J.↗

Altitude Operational Characteristics of Prototype J40-WE-8 Turbojet Engine

The altitude operational characteristics of the prototype J40-WE-8 turbojet engine were determined in the NACA Lewis altitude wind tunnel. The operational characteristics that were obtained include (1) compressor surge characteristics, (2) acceleration and deceleration rates, (3) steady-state windmilling-engine characteristics, (4) altitude ignition characteristics, and (5) the effect of two grades of fuel on steady-state engine performance at an altitude of 45,000 feet and a flight Mach number of 0.20. The altitude ignition characteristics determined include the effects of (1) ignition fuel flow, (2) two ignition procedures, (3) fuel temperatures, and (4) two grades of fuel on ignition characteristics. The compressor surge line, when presented as a function of compressor pressure ratio and corrected engine speed, was not affected by changes in flight condition and was independent of engine-inlet installation and of the manner in which surge was approached, rapidly or slowly. Also there was no effect of altitude or engine-inlet installation on the compressor surge recovery line when presented as a function of compressor pressure ratio and corrected engine speed.

FUELS - RELATION TO ENGINE PERFORMANCE↗

BSM Delta Qualification 2, volume 3, book 2

This report, presented in three volumes, provides the results of a two-motor Delta Qualification 2 program conducted in 1993 to certify the following enhancements for incorporation into booster separation motor (BSM0 flight hardware: vulcanized-in-place nozzle aft closure insulation; new iso-static ATJ bulk graphite throat insert material, adhesive EA9394 for bonding the nozzle throat, igniter grain rod/centering insert/igniter case; deletion of the igniter adapter insulator ring; deletion of the igniter adapter/igniter case interface RTV; and deletion of loctite from igniter retainer plate threads. The enhancements above directly resulted from (1) the BSM total quality management (TQM) team initiatives to enhance the BSM producibility, and (2) the necessity to qualify new throat insert and adhesive systems to replace existing materials that will not be available. Testing was completed at both the component and motor levels. Component testing was accomplished to screen candidate materials (e.g., throat materials, adhesive systems) and to optimize processes (e.g., aft closure insulator vulcanization approach) prior to their incorporation into the test motors. Motor testing--consisting of two motors, randomly selected by USBI's on-site quality personnel from production lot AAY, which were modified to accept the enhancements -- was completed to provide the final qualification of the enhancements for incorporation into flight hardware. Volume 3, Book 2 provides various supporting documentation to the previous volumes with regards to the testing of the two Delta qualification units: data acceptance records, thermal conditioning analysis, igniter adapter thermal flake analysis, laboratory adhesive (EA-9394) qualification report, throat insert thermal/structural analysis, Delta Qualification Nonconformance Reports (NCR's), O-ring seating tests, and interim test report for vulcanization process qualification.

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