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All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

Electric Propulsion Qualification Guidelines and Best Practices for NASA Small Spacecraft Missions

Electric propulsion being developed for CubeSats and other small satellites with the taught expectation that high risk is generally acceptable are resulting in devices that do not meet a minimum expectation of engineering rigor for many missions, including appropriate qualification testing. This paper proffers a preliminary set of recommended guidelines and best practices in dialogue with the smallsat community to strike a better balance between engineering rigor and cost effectiveness for the qualification of EP technologies under consideration for NASA small spacecraft.

Thomas M. Liu↗
NASA NTRS2008

Integrated System Test Approaches for the NASA Ares I Crew Launch Vehicle

NASA is maturing test and evaluation plans leading to flight readiness of the Ares I crew launch vehicle. Key development, qualification, and verification tests are planned . Upper stage engine sea-level and altitude testing. First stage development and qualification motors. Upper stage structural and thermal development and qualification test articles. Main Propulsion Test Article (MPTA). Upper stage green run testing. Integrated Vehicle Ground Vibration Testing (IVGVT). Aerodynamic characterization testing. Test and evaluation supports initial validation flights (Ares I-Y and Orion 1) and design certification.

Cockrell, Charles↗
NASA NTRS1985

Advanced Gas Turbine (AGT) technology report

Engine testing, ceramic component fabrication and evaluation, component performance rig testing, and producibility experiments at Pontiac comprised AGT 100 activities of this period, January to December 1984. Two experimental engines were available and allowed the evaluation of eight experimental assemblies. Operating time accumulated was 115 hr of burning and 156 hr total. Total cumulative engine operating time is now 225 hr. Build number 11 and 12 of engine S/N 1 totaled 28 burning hours and constituted a single assembly of the engine core--the compressor, both turbines, and the gearbox. Build number 11 of engine S/N 1 included a 1:07 hr continuous test at 100% gasifier speed (86,000 rpm). Build number 8 of engine S/N 2 was the first engine test with a ceramic turbine rotor. A mechanical loss test of an engine assembly revealed the actual losses to be near the original design allowance. Component development activity included rig testing of the compressor, combustor, and regenerator. Compressor testing was initiated on a rig modified to control the transfer of heat between flow path, lubricating oil, and structure. Results show successful thermal decoupling of the rig and lubricating/cooling oil. Rig evaluation of a reduced-friction compressor was initiated. Combustor testing covered qualification of ceramic parts for engine use, mapping of operating range limits, and evaluation of a relocated igniter plug. Several seal refinements were tested on the hot regenerator rig. An alternate regenerator disk, extruded MAS, was examined and found to be currently inadequate for the AGT 100 application. Also, a new technique for measuring leakage was explored on the regenerator rig. Ceramic component activity has focused on the development of state-of-the-art material strength characteristics in full-scale hardware. Injection-molded sintered alpha-SiC rotors were produced at Carborundum in an extensive process and tool optimization study.

Source record↗
NASA NTRS1977

Viking Mars hydrazine terminal descent engine thermal design considerations

A description is given of some of the more significant thermal design considerations employed in the development and qualification of the monopropellant hydrazine terminal descent engines on the Viking Mars lander spacecraft. The terminal descent engine operates in a blowdown and throttling mode, which results in an operating thrust range of 638 to 90 lbf. Martian entry thermal design boundary conditions are described, along with resulting radiative and conductive engine thermal isolation hardware. Test results are presented, showing engine thermal design performance as compared with specified requirements. General engine materials of construction are described, along with Hastelloy B shell structural characteristics, which were extended to 2000 F by test and are compared with limited existing MIL-HDBK-5 data. Subscale test results are presented, showing the maximum catalyst bed cylinder design temperature of 1970 F. Test results also are presented, showing local reactor internal convective heat-transfer coefficients. Such data are unique, since the engine employs a completely radial flow catalyst bed design. This design approach is the first of its kind in the monopropellant hydrazine gas generator field to be flight qualified.

Cunningham, C. R.↗
NASA NTRSDate not supplied

Summary of NASA Progress on the Development and Qualification of a 12-kW Hall-Effect, Solar Electric Propulsion Thruster

Beginning in 2014, the National Aeronautics and Space Administration (NASA) Space Technology Mission Directorate (STMD) began a project to increase the state of the art for the Hall-Effect Solar Electric Propulsion (SEP) technology. The Technology Demonstration Missions (TDM) Program Office provides programmatic oversight of SEP with the project being led by Glenn Research Center, supported by the Jet Propulsion Laboratory and development, qualification & flight hardware all provided by Aerojet Rocketdyne (AR). This technology was pursued as the propulsion system for the Asteroid Redirect and Robotic Mission (ARRM). While the concept was originally slated for ARRM, it was realigned to Gateway to support future Moon to Mars objectives. The Gateway lunar station was established and will play a key role in NASA’s Artemis Program which utilizes collaboration with the Canadian Space Agency (CSA), the European Space Agency (ESA) and the Japanese Space Agency (JAXA). The 12-kW hardware will be the primary propulsion for the Gateway element, Power & Propulsion Element (PPE), from Low Earth Orbit to a Near Rectilinear Halo Orbit around the Moon. Initial efforts began with utilizing Technology Development Units (TDU) built by NASA as the predecessor to the contract activity with AR. Over the past few years, AR has built Engineering Test Units (ETU), Engineering Development Units (EDU) and qualification & flight models (QM and FM, respectively). With requirement changes from the AARM mission to PPE, the joint team has modified the design and has started qualification activities for environment testing (shock, vibe) at multiple facilities in the US leading to eventual life testing. This paper will explore the various design changes, system modeling and the latest status for qualification testing.

Joel Robinson↗
NASA NTRSDate not supplied

Summary of NASA Progress on the Development and Qualification of a 12 kW Hall Effect, Solar Electric Propulsion Thruster

Beginning in 2014, the National Aeronautics and Space Administration (NASA) Space Technology Mission Directorate (STMD) began a project to increase the state of the art for the Hall-Effect Solar Electric Propulsion (SEP) technology. The Technology Demonstration Missions (TDM) Program Office provides programmatic oversight of SEP with the project being led by Glenn Research Center, supported by the Jet Propulsion Laboratory and development, qualification & flight hardware all provided by Aerojet Rocketdyne (AR). This technology was pursued as the propulsion system for the Asteroid Redirect and Robotic Mission (ARRM). While the concept was originally slated for ARRM, it was realigned to Gateway to support future Moon to Mars objectives. The Gateway lunar station was established and will play a key role in NASA’s Artemis Program which utilizes collaboration with the Canadian Space Agency (CSA), the European Space Agency (ESA) and the Japanese Space Agency (JAXA). The 12-kW hardware will be the primary propulsion for the Gateway element, Power & Propulsion Element (PPE), from Low Earth Orbit to a Near Rectilinear Halo Orbit around the Moon. Initial efforts began with utilizing Technology Development Units (TDU) built by NASA as the predecessor to the contract activity with AR. Over the past few years, AR has built Engineering Test Units (ETU), Engineering Development Units (EDU) and qualification & flight models (QM and FM, respectively). With requirement changes from the AARM mission to PPE, the joint team has modified the design and has started qualification activities for environment testing (shock, vibe) at multiple facilities in the US leading to eventual life testing. This paper will explore the various design changes, system modeling and the latest status for qualification testing.

Joel W Robinson↗
NASA NTRS1984

Ion thruster system (8-cm) cyclic endurance test

This report describes the qualification test of an Engineering-Model 5-mN-thrust 8-cm-diameter mercury ion thruster which is representative of the Ion Auxiliary Propulsion System (IAPS) thrusters. Two of these thrusters are scheduled for future flight test. The cyclic endurance test described herein was a ground-based test performed in a vacuum facility with a liquid-nitrogen-cooled cryo-surface and a frozen mercury target. The Power Electronics Unit, Beam Shield, Gimal, and Propellant Tank that were used with the thruster in the endurance test are also similar to those of the IAPS. The IAPS thruster that will undergo the longest beam-on-time during the actual space test will be subjected to 7,055 hours of beam-on-time and 2,557 cycles during the flight test. The endurance test was successfully concluded when the mercury in the IAPS Propellant Tank was consumed. At that time, 8,471 hours of beam-on-time and 599 cycles had been accumulated. Subsequent post-test-evaluation operations were performed (without breaking vacuum) which extended the test values to 652 cycles and 9,489 hours of beam-on-time. The Power Electronic Unit (PEU) and thruster were in the same vacuum chamber throughout the test. The PEU accumulated 10,268 hr of test time with high voltage applied to the operating thruster or dummy load.

Dulgeroff, C. R.↗
NASA NTRS1985

Preliminary plan for a Shuttle Coherent Atmospheric Lidar Experiment (SCALE)

A study has been completed to define a Shuttle experiment that solves the most crucial scientific and engineering problems involved in building a satellite Doppler wind profiler for making global wind measurements. The study includes: (1) a laser study to determine the feasibility of using the existing NOAA Windvan laser in the Space Shuttle spacecraft; (2) a preliminary optics and telescope design; (3) an accommodations study including power, weight, thermal, and control system requirements; and (4) a flight trajectory and operations plan designed to accomplish the required scientific and engineering goals. The experiment will provide much-needed data on the global distribution of atmospheric aerosols and demonstrate the technique of making wind measurements from space, including scanning the laser beam and interpreting the data. Engineering accomplishments will include space qualification of the laser, development of signal processing and lag angle compensation hardware and software, and telescope and optics design. All of the results of this limited Spacelab experiment will be directly applicable to a complete satellite wind profiler for the Earth Observation System/Space Station or other free-flying satellite.

Fitzjarrald, D.↗
NASA NTRS2007

Performance Optimization of Storable Bipropellant Engines to Fully Exploit Advanced Material Technologies

This paper summarizes the work performed to dale on the NASA Cycle 3A Advanced Chemical Propulsion Technology Program. The primary goals of the program are to design, fabricate, and test high performance bipropellant engines using iridium/rhenium chamber technology to obtain 335 seconds specific impulse with nitrogen tetroxide/hydrazine propellants and 330 seconds specific impulse with nitrogen tetroxide/monomethylhydrazine propellants. Aerojet has successfully completed the Base Period of this program, wherein (1) mission and system studies have been performed to verify system performance benefits and to determine engine physical and operating parameters, (2) preliminary chamber and nozzle designs have been completed and a chamber supplier has been downselected, (3) high temperature, high pressure off-nominal hot fire testing of an existing state-of-the-art high performance bipropellant engine has been completed, and (4) thermal and performance data from the engine test have been correlated with new thermal models to enable design of the new engine injector and injector/chamber interface. In the next phase of the program, Aerojet will complete design, fabrication, and test of the nitrogen tetroxide/hydrazine engine to demonstrate 335 seconds specific impulse, and also investigate improved technologies for iridium/rhenium chamber fabrication. Achievement of the NRA goals will significantly benefit NASA interplanetary missions and other government and commercial opportunities by enabling reduced launch weight and/or increased payload. At the conclusion of the program, the objective is to have an engine ready for final design and qualification for a specific science mission or commercial application. The program also constitutes a stepping stone to future, development, such as higher pressure pump-fed in-space storable engines.

Miller, Scott↗
NASA NTRS2007

Environmental Testing of the NEXT PM1R Ion Engine

The NEXT propulsion system is an advanced ion propulsion system presently under development that is oriented towards robotic exploration of the solar system using solar electric power. The subsystem includes an ion engine, power processing unit, feed system components, and thruster gimbal. The Prototype Model engine PM1 was subjected to qualification-level environmental testing in 2006 to demonstrate compatibility with environments representative of anticipated mission requirements. Although the testing was largely successful, several issues were identified including the fragmentation of potting cement on the discharge and neutralizer cathode heater terminations during vibration which led to abbreviated thermal testing, and generation of particulate contamination from manufacturing processes and engine materials. The engine was reworked to address most of these findings, renamed PM1R, and the environmental test sequence was repeated. Thruster functional testing was performed before and after the vibration and thermal-vacuum tests. Random vibration testing, conducted with the thruster mated to the breadboard gimbal, was executed at 10.0 Grms for 2 min in each of three axes. Thermal-vacuum testing included three thermal cycles from 120 to 215 C with hot engine re-starts. Thruster performance was nominal throughout the test program, with minor variations in a few engine operating parameters likely caused by facility effects. There were no significant changes in engine performance as characterized by engine operating parameters, ion optics performance measurements, and beam current density measurements, indicating no significant changes to the hardware as a result of the environmental testing. The NEXT PM1R engine and the breadboard gimbal were found to be well-designed against environmental requirements based on the results reported herein. The redesigned cathode heater terminations successfully survived the vibration environments. Based on the results of this test program and confidence in the engineering solutions available for the remaining findings of the first test program, specifically the particulate contamination, the hardware environmental qualification program can proceed with confidence

Snyder, John S.↗
NASA NTRS2008

Ares I Integrated Test Approach

This slide presentation reviews the testing approach that NASA is developing for the Ares I launch vehicle. NASA is planning a complete series of development, qualification and verification tests. These include: (1) Upper stage engine sea-level and altitude testing (2) First stage development and qualification motors (3) Upper stage structural and thermal development and qualification test articles (4) Main Propulsion Test Article (MPTA) (5) Upper stage green run testing (6) Integrated Vehicle Ground Vibration Testing (IVGVT) and (7) Aerodynamic characterization testing.

Taylor, Jim↗
NASA NTRS2008

Environmental Testing of the NEXT PM1 Ion Engine

The NEXT propulsion system is an advanced ion propulsion system presently under development that is oriented towards robotic exploration of the solar system using solar electric power. The Prototype Model engine PM1 was subjected to qualification-level environmental testing to demonstrate compatibility with environments representative of anticipated mission requirements. Random vibration testing, conducted with the thruster mated to the breadboard gimbal, was executed at 10.0 Grms for 2 minutes in each of three axes. Thermal-vacuum testing included a deep cold soak of the engine to temperatures of -168 C and thermal cycling from -120 to 203 C. Although the testing was largely successful, several issues were identified including the fragmentation of potting cement on the discharge and neutralizer cathode heater terminations during vibration which led to abbreviated thermal testing, and generation of particulate contamination from manufacturing processes and engine materials. Thruster performance was nominal throughout the test program, with minor variations in some engine operating parameters likely caused by facility effects. In general, the NEXT PM1 engine and the breadboard gimbal were found to be well-designed against environmental requirements based on the results reported herein. After resolution of the findings from this test program the hardware environmental qualification program can proceed with confidence.

Synder, John S.↗
NASA NTRS2006

NASA's J-2X Engine Builds on the Apollo Program for Lunar Return Missions

In January 2006, NASA streamlined its U.S. Vision for Space Exploration hardware development approach for replacing the Space Shuttle after it is retired in 2010. The revised CLV upper stage will use the J-2X engine, a derivative of NASA s Apollo Program Saturn V s S-II and S-IVB main propulsion, which will also serve as the Earth Departure Stage (EDS) engine. This paper gives details of how the J- 2X engine effort mitigates risk by building on the Apollo Program and other lessons learned to deliver a human-rated engine that is on an aggressive development schedule, with first demonstration flight in 2010 and human test flights in 2012. It is well documented that propulsion is historically a high-risk area. NASA s risk reduction strategy for the J-2X engine design, development, test, and evaluation is to build upon heritage hardware and apply valuable experience gained from past development efforts. In addition, NASA and its industry partner, Rocketdyne, which originally built the J-2, have tapped into their extensive databases and are applying lessons conveyed firsthand by Apollo-era veterans of America s first round of Moon missions in the 1960s and 1970s. NASA s development approach for the J-2X engine includes early requirements definition and management; designing-in lessons learned from the 5-2 heritage programs; initiating long-lead procurement items before Preliminary Desi& Review; incorporating design features for anticipated EDS requirements; identifying facilities for sea-level and altitude testing; and starting ground support equipment and logistics planning at an early stage. Other risk reduction strategies include utilizing a proven gas generator cycle with recent development experience; utilizing existing turbomachinery ; applying current and recent main combustion chamber (Integrated Powerhead Demonstrator) and channel wall nozzle (COBRA) advances; and performing rigorous development, qualification, and certification testing of the engine system, with a philosophy of "test what you fly, and fly what you test". These and other active risk management strategies are in place to deliver the J-2X engine for LEO and lunar return missions as outlined in the U.S. Vision for Space Exploration.

Snoddy, Jimmy R.↗
NASA NTRSDate not supplied

Successful First Flight of NASA’s SLS (Space Launch System) Super Heavy-Lift Rocket Lays Groundwork for U. S.’s Most Ambitious Missions

In late 2022, NASA’s SLS (Space Launch System) super heavy-lift rocket launched for the first time. Artemis I sent an uncrewed Orion spacecraft on a 25.5-day round-trip mission to lunar orbit. The near-perfect performance laid the groundwork for the next flights and for NASA’s return of humans to the Moon. The SLS team is now preparing for the launch of Artemis II, which will be the first launch of astronauts to cislunar space since Apollo 17 in December 1972. In addition to preparations on the Artemis II launch vehicle, significant progress is being made on the hardware and software for future flights. Artemis II will include a test of a new military-grade GPS system, which will be fully utilized on Artemis III. Progress is also being made on the exploration upper stage (EUS) for the Block 1B SLS variant, which will debut on Artemis IV. New production RS-25 liquid-propellant engines will be used beginning with Artemis V. These new engines, which are in a final qualification test firing program at the time of writing, realize a cost savings of at least 30 percent and reduced production time due to streamlined manufacturing and advances in technology, including additive manufacturing. The evolved solid rocket boosters, which will debut on Artemis IX as part of the Block 2 variant, are in development now. In addition to propulsion updates, each variant of SLS maintains payload configuration flexibility and can fly crew-only, cargo-only, and crew-cargo combinations. This adaptability ensures that SLS, with its significant mass and volume capability – including the ability to launch large co-manifested payloads with Orion directly to trans-lunar injection (TLI) – can support the country’s most ambitious missions. Results from the Artemis I mission, as well as progress to the next flights and SLS variants, will be covered in the paper and presentation.

Bruce R. Askins↗
NASA NTRSDate not supplied

Successful First Flight of NASA’s SLS (Space Launch System) Super Heavy-Lift Rocket: Laying Groundwork for U. S.’s Most Ambitious Missions

In late 2022, NASA’s SLS (Space Launch System) super heavy-lift rocket launched for the first time. Artemis I sent an uncrewed Orion spacecraft on a 25.5-day round-trip mission to lunar orbit. The near-perfect performance laid the groundwork for the next flights and for NASA’s return of humans to the Moon. The SLS team is now preparing for the launch of Artemis II, which will be the first launch of astronauts to cislunar space since Apollo 17 in December 1972. In addition to preparations on the Artemis II launch vehicle, significant progress is being made on the hardware and software for future flights. Artemis II will include a test of a new military-grade GPS system, which will be fully utilized on Artemis III. Progress is also being made on the exploration upper stage (EUS) for the Block 1B SLS variant, which will debut on Artemis IV. New production RS-25 liquid-propellant engines will be used beginning with Artemis V. These new engines, which are in a final qualification test firing program at the time of writing, realize a cost savings of at least 30 percent and reduced production time due to streamlined manufacturing and advances in technology, including additive manufacturing. The evolved solid rocket boosters, which will debut on Artemis IX as part of the Block 2 variant, are in development now. In addition to propulsion updates, each variant of SLS maintains payload configuration flexibility and can fly crew-only, cargo-only, and crew-cargo combinations. This adaptability ensures that SLS, with its significant mass and volume capability – including the ability to launch large co-manifested payloads with Orion directly to trans-lunar injection (TLI) – can support the country’s most ambitious missions. Results from the Artemis I mission, as well as progress to the next flights and SLS variants, will be covered in the paper and presentation.

Bruce Askins↗
NASA NTRS1992

Space Station Freedom as an engineering experiment station: An overview

In this presentation, the premise that Space Station Freedom has great utility as an engineering experiment station will be explored. There are several modes in which it can be used for this purpose. The most obvious are space qualification, process development, in space satellite repair, and materials engineering. The range of engineering experiments which can be done at Space Station Freedom run the gamut from small process oriented experiments to full exploratory development models. A sampling of typical engineering experiments are discussed in this session. First and foremost, Space Station Freedom is an elaborate experiment itself, which, if properly instrumented, will provide engineering guidelines for even larger structures which must surely be built if humankind is truly 'outward bound.' Secondly, there is the test, evaluation and space qualification of advanced electric thruster concepts, advanced power technology and protective coatings which must of necessity be tested in the vacuum of space. The current approach to testing these technologies is to do exhaustive laboratory simulation followed by shuttle or unmanned flights. Third, the advanced development models of life support systems intended for future space stations, manned mars missions, and lunar colonies can be tested for operation in a low gravity environment. Fourth, it will be necessary to develop new protective coatings, establish construction techniques, evaluate new materials to be used in the upgrading and repair of Space Station Freedom. Finally, the industrial sector, if it is ever to build facilities for the production of commercial products, must have all the engineering aspects of the process evaluated in space prior to a commitment to such a facility.

Rose, M. Frank↗