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942 records · Page 53

History of Sulphur Content Effects on the Thermal Stability of RP-1 under Heated Conditions

As technologies advance in the aerospace industry, a strong desire has emerged to design more efficient, longer life, reusable liquid hydrocarbon fueled rocket engines. To achieve this goal, a more complete understanding of the thermal stability and chemical makeup of the hydrocarbon propellant is needed. Since the main fuel used in modern liquid hydrocarbon systems is RP-1, there is concern that Standard Grade RP-1 may not be a suitable propellant for future-generation rocket engines due to concern over the outdated Mil-Specification for the fuel. This current specification allows high valued limits on contaminants such as sulfur compounds, and also lacks specification of required thermal stability qualifications for the fuel. Previous studies have highlighted the detrimental effect of high levels of mercaptan sulfur content (^50 ppm) on copper rocket engine materials, but the fuel itself has not been studied. While the role of sulfur in other fuels (e.g., aviation, diesel, and automotive fuels) has been extensively studied, little has been reported on the effects of sulfur levels in rocket fuels. Lower RP-1 sulfur concentrations need to be evaluated and an acceptable sulfur limit established before RP-1 can be recommended for use as the propellant for future launch vehicles. (5 tables, 8 figures, 9 refs.)

ASTM METHOD D-5623↗

Fusion for Space Propulsion

There is little doubt that humans will attempt to explore and develop the solar system in this century. A large amount of energy will be required for accomplishing this. The need for fusion propulsion is discussed. For a propulsion system, there are three important thermodynamical attributes: (1) The absolute amount of energy available, (2) the propellant exhaust velocity, and (3) the jet power per unit mass of the propulsion system (specific power). For human exploration and development of the solar system, propellant exhaust velocity in excess of 100 km/s and specific power in excess of 10 kW/kg are required. Chemical combustion can produce exhaust velocity up to about 5 km/s. Nuclear fission processes typically result in producing energy in the form of heat that needs to be manipulated at temperatures limited by materials to about 2,800 K. Using the energy to heat a hydrogen propellant increases the exhaust velocity by only a factor of about two. Alternatively the energy can be converted into electricity which is then used to accelerate particles to high exhaust velocity. The necessary power conversion and conditioning equipment, however, increases the mass of the propulsion system for the same jet power by more than two orders of magnitude over chemical system, thus greatly limits the thrust-to-weight ratio attainable. The principal advantage of the fission process is that its development is relatively mature and is available right now. If fusion can be developed, fusion appears to have the best of all worlds in terms of propulsion - it can provide the absolute amount, the propellant exhaust velocity, and the high specific jet power. An intermediate step towards pure fusion propulsion is a bimodal system in which a fission reactor is used to provide some of the energy to drive a fusion propulsion unit. The technical issues related to fusion for space propulsion are discussed. The technical priorities for developing and applying fusion for propulsion are somewhat different from those for terrestrial electrical power generation. Thus fusion schemes that are initially attractive for electrical power generation might not necessarily be attractive also for propulsion and vice versa, though the underlying fusion science and engineering enjoy much overlap. Parallel efforts to develop these qualitatively differently fusion schemes for the two applications could benefit greatly from each other due to the synergy in the underlying physics and engineering. Pulsed approaches to fusion have not been explored to the same degree as steady-state or long-pulse approaches to fusion in the fusion power research program. The concerns early on were several. One was that the pulsed power components might not have the service lifetimes meeting the requirements of a practical power generating plant. Another was that, for many pulsed fusion schemes, it was not clear whether the destruction of hardware per pulse could be minimized or eliminated or recycled to such an extent as to make economical electrical power generation feasible, Significant development of the underlying pulsed power component technologies have occurred in the last two decades because of defense and other energy requirements. The state of development of the pulsed power technologies are sufficiently advanced now to make it compelling to visit or re-visit pulsed fusion approaches for application to propulsion where the cost of energy is not so demanding a factor as in the case of terrestrial power application. For propulsion application, the overall mass of the fusion system is the critical factor. Producing fusion reactions require extreme states of matter. Conceptually, these extreme states of matter are more readily realizable in the pulsed states, at least within appropriate bounds, than in the steady states. Significant saving in system mass may result in such systems. Magnetic fields are effective in confining plasma energy, whereas inertial compression is an effective way of heating and containing the plasma. Intensive research in developing magnetic energy containment and inertial plasma compression are being pursued in distinctively different fusion experiments in the terrestrial fusion power program. Fusion schemes that attempt to combine the favorable attributes of these two aspects into one single integrated fusion scheme appear to have benefits that are worth exploring for propulsion application.

Thio, Y. C. Francis↗

The Spacecraft Fire Experiment (Saffire) - Objectives, Development and Status

Since 2012, the Spacecraft Fire Experiment (Saffire) has been under development by the Spacecraft Fire Safety Demonstration (SFS Demo) project that is funded by NASA's Advanced Exploration Systems Division in the Human Exploration and Operations Mission Directorate. The overall objective of this project is to reduce the uncertainty and risk associated with the design of spacecraft fire safety systems for NASA's exploration missions. This is accomplished by defining, developing, and conducting experiments that address gaps in spacecraft fire safety knowledge and capabilities identified by NASA's Fire Safety System Maturation Team. This paper describes the three Spacecraft Fire Experiments (Saffire-I, -II, and -III) that were developed at NASA-GRC and that will conduct a series of material flammability tests in low-gravity and at length scales that are realistic for a spacecraft fire. The experiments will be conducted in Orbital ATK's Cygnus vehicle after it has unberthed from the International Space Station. The tests will be fully automated with the data downlinked at the conclusion of the test and before the Cygnus vehicle reenters the atmosphere. The objectives of these experiments are to (1) determine how rapidly a large scale fire grows in low-gravity and (2) investigate the low-g flammability limits compared to those obtained in NASA's normal gravity material flammability screening test. The hardware for these experiments has been completed and is awaiting their respective launches, all planned for 2016. This paper will review the objectives of these experiments and how they address several of the knowledge gaps for NASA's exploration missions. The hardware development will be discussed including several novel approaches that were taken for testing and evaluation of these series payloads. The status of the missions and operational status will also be presented.

combustion↗

The Operational NASA Anomaly Gas Analyzer and Exploration Follow-Ons

The NASA Anomaly Gas Analyzer (AGA) is the culmination of nearly ten years of advancement of core technology originally developed by Vista Photonics through the Small Business Innovation Research (SBIR) program and expanded using NASA program funding. The AGA is a portable, battery operated, optical gas detection instrument for continuous monitoring of H 2 O, CO 2 , O 2 , CO, NH 3 , HCN, HF, HCl in the spacecraft environment. Real time, in-situ monitored, gas concentrations are communicated at 1 Hz through a built-in display on-orbit and additionally through a serial interface on the ground. The instruments function over the typical range of temperatures and pressures required for the spacecraft environment. A ten-year operational life is targeted. Seven AGA instruments are currently deployed on the International Space Station and two Orion-specific units are manifested for Artemis 2. A variation of the operational AGA is under development for lunar Human Landing Systems. A wider calibrated operating pressure envelope is required in this application. Otherwise, the instruments straightforwardly address lessons learned from the original AGA by improving aspects of thermal control, ruggedness, and ease-of-use. A subset of AGA-developed sensed gases (H 2 O, CO 2 , O 2 ) is the subject of the Primary Constituent Monitor (PCM) development for the Habitation and Logistics Outpost (HALO) destined for lunar orbit. Two PCMs will be installed in HALO as part of the environmental control loop where they will interface with vehicle power and communications. While the basic sensor techniques are unchanged from the AGA, these instruments have been radiation hardened to survive for many years in the harsh target environment. Current development status for these instruments will be presented along with recent developments of a naval submarine variant.

Air Monitoring↗

CFD Study of Turbo-Ramjet Interactions in Hypersonic Airbreathing Propulsion System

Advanced airbreathing propulsion systems used in Mach 4-6 mission scenarios, usually involve turbo-ramjet configurations. As the engines transition from turbojet to ramjet, there is an operational envelope where both engines operate simultaneously. In the first phase of our study, an over/under nozzle configuration was analyzed. The two plumes from the turbojet and ramjet interact at the end of a common 2-D cowl, where they both reach an approximate Mach 3.0 condition and then jointly expand to Mach 3.6 at the common nozzle exit plane. For the problem analyzed, the turbojet engine operates at a higher nozzle pressure ratio than the ramjet, causes the turbojet plume overpowers the ramjet plume, deflecting it approximately 12 degrees downward and in turn the turbojet plume is deflected 6 degrees upward. In the process, shocks were formed at the deflections and a shear layer formed at the confluence of the two jets. This particular case was experimentally tested and the data were used to compare with a computational fluid dynamics (CFD) study using the PARC2D code. The CFD results were in good agreement with both static pressure distributions on the cowl separator and on nozzle walls. The thrust coefficients were also in reasonable agreement. In addition, inviscid relationships were developed around the confluence point, where the two exhaust jets meet, and these results compared favorably with the CFD results. In the second phase of our study, a 3-D CFD solution was generated to compare with the 2-D solution. The major difference between the 2-D and 3-D solutions was the interaction of the shock waves, generated by the plume interactions, on the sidewall. When a shock wave interacts with a sidewall and sidewall boundary layer, it is called a glancing shock sidewall interaction. These interactions entrain boundary layer flow down the shockline into a vortical flow pattern. The 3-D plots show the streamlines being entrained down the shockline. The pressure of the flow also decreases slightly as the sidewall is approached. Other difference between the 2-D and 3-D solutions were a lowering of the nozzle thrust coefficient value from 0.9850 (2-D) to 0.9807 (3-D), where the experimental value was 0.9790. In the third phase of our study, a different turbo-ramjet configuration was analyzed. The confluence of a supersonic turbojet and a subsonic ramjet in the turbine based combined-cycle (TBCC) propulsion system was studied by a 2-D CFD code. In the analysis, Mach 1.4 primary turbojet was mixed with the subsonic ramjet secondary flow in an ejector mode operation. Reasonable agreements were obtained with the supplied I-D TBCC solutions. For low downstream backpressure, the Fabri choke condition (Break-Point condition) was observed in the secondary flow within mixing zone. For sufficient high downstream backpressure, the Fabri choke no longer exist, the ramjet flow was reduced and the ejector flow became backpressure dependent. Highly non-uniform flow at ejector exit were observed, indicated that for smooth downstream combustion, the mixing of the two streams probably required some physical devices.

Chang, Ing↗

EVA Swab Kit: Tools and Techniques for Collecting Aseptic Samples from Crewed Space Missions

Introduction: When we send humans to search for life on other planets, we'll need to know what we brought with us versus what may already be there. To ensure our crewed spacecraft meet planetary protection requirements—and to protect our science from human contamination—we'll need to assess and verify whether micro-organisms may be leaking/venting from our spacesuits. This requires collecting samples under Extravehicular Activity (EVA) conditions. Detailed, systematic research on forward contamination from robotic spacecraft has been steadily progressing since the Viking missions, but systematic studies of contamination from space suits has not been conducted in many years. The modern EMU (Extravehicular Mobility Unit) suit used by NASA is designed to leak at rates as high as 100 cc/min. Before humans land on Mars there is a critical need to understand the types and quantities of microbes that could be introduced via space suits. The Human Forward Contamination Assessment team at NASA’s Johnson Space Center (JSC) has developed a prototype EVA swab tool [1,2,3,4] designed for use in space to sample cleaned and uncleaned space suits to determine the present day microbial load and eventually the rate of leakage. The ability to assess microbial leakage early in advanced space suit and life support system design cycles will help avoid costly hardware redesign later. Test Objectives: The primary objective of EMU testing was to characterize the type of micro-organisms typically found on or near selected suit pressure joints under suit differential pressure conditions. Most human-borne microbes can fit through a 0.5 to 1.0 µm gap. Knowing which joints are more likely to leak will inform hardware design decisions. Knowing which types of micro-organisms may leak from EVA suits provides a basis for subsequent studies to characterize the viability of those organisms under destination conditions, as well as how far they might spread through natural or human-influenced processes. That data, in turn, will inform exploration mission operations and hardware design. The secondary objective of testing was to evaluate the interface between a fully suited test subject and the EVA swab tool at vacuum. Bulky EVA suits can restrict movement and limit visibility through the helmet visor. Fully suited testing is important for identifying tool design issues prior to flight. At exploration destinations, such as Mars, suited crew may be required to periodically sample their suits as part of an environmental monitoring protocol. Suit Microbial Sampling Results: This report details results of microbial swabs collected from current flight suit configurations worn by crew members assigned to upcoming ISS expedition missions as well as swabs collected from prototype suits intended for use on the Orion spacecraft. These tests were intended to characterize the types of contaminants found on flight suits under current, typical handling conditions. No attempt was made to change suit handling procedures, provide additional sterilization, or to limit typical potential contaminant sources. Using culture based techniques, we cultivated 235 CFU (colony forming units) comprised of 26 bacterial species and one fungal species on the outside of the suits. The fungal species and 14 of the bacterial species were unique to the suit surfaces and were not detected in any of the background samples collected within the chambers. We sequenced 755,434 ribosomal fragments on all of the suit surfaces from swab samples. 557,016 of these sequences represent DNA that survived at least 4 hours at vacuum. These sequences formed 2,464 OTU's (Operational Taxonomic Units, 97% similarity) showing low diversity in the samples. The most abundant sequences that survived vacuum belong to the genera Staphyloccocus, Ralstona, Bacillus and Rhodobacter all of which are common to the human microbiome. [5] See Danko et al., (2021) for more complete details of these first analyses. Further analysis of EVA suit materials with respect to the efficacy of various cleaning protocols and engineered containment solutions is planned to inform suit design for NASA’s Artemis Moon to Mars program crew testing. Swab Tool Function Results: The kit was demonstrated for fit and function in suited subject vacuum tests to determine how well the tool worked as an aseptic microbial sampling device as well as to identify any design elements that could be upgraded for EVA task specific improvement. It was found that sample acquisition efficacy could be enhanced by redesign of the sample canister to end-effector interface. Several modifications of the sample caddy assemblies to optimize EVA safety and functionality were also identified. Consequently, fabrication of the redesigned sample canister to end-effector assembly interfaces and and the sample caddy assemblies are required. Fabrication of sixteen flight sample canister assemblies (8 per each of two EVA Swab Kits) and two sample caddy assemblies are in process to be followed by hardware testing and certification to produce two flight-certified EVA Swab Kits for transport to ISS no earlier than summer of 2022. Sampling Strategy: The International Space Station is an ideal testbed for systematic studies of contamination from crewed vehicles since it has been continuously occupied for 20 years and exposed to non-terrestrial conditions. We will sample the exterior of the ISS during EVA using a purpose-built swab tool capable of maintaining sterility while undergoing temperature changes from -151 to +121°C under hard vacuum. Prior to each EVA, the project team will work with ISS mission managers to identify precise sampling locations, which will vary by EVA based on the translation paths and worksites scheduled for that particular EVA. Ideally, translation path handrails and areas near ECLSS (Environmental Control and Life Support System) external vent openings on a spacecraft would be assessed. There are currently more than a dozen ECLSS external vents on the ISS. Some are connected to systems that vent waste products, while others are intended to equalize cabin pressure. As EVA opportunity allows, microbial samples from any of these external vents would provide a valuable data point, though some will be more useful than others. Four criteria have been identified to help prioritize sampling sites near vents: • EVA Accessibility: To minimize cost, it is desired to piggy-back onto a planned EVA. Therefore, the sampling location must be readily accessible by an EVA crew • Type of Vented Products: Vent products that have been in direct contact with crew, such as cabin air, are more likely to contain microorganisms than vent products associated with isolated systems, such as experiment module combustion products. • Mass of Vented Products: Higher-flow vents are more likely to contain detectible levels of microbial contaminants than lower-flow vents. • Local Environment: Sample locations with relatively benign local conditions, such as warm surfaces shielded from direct ultraviolet (UV) radiation exposure, may be more likely to support microbial growth than locations with harsher local environmental conditions. Because EVA accessibility is the most important criteria, the proposal team worked with an astronaut and flight controllers using the Dynamic Onboard Ubiquitous Graphics (DOUG) tool. The DOUG virtual environment allows an operator to “fly” around the current ISS vehicle configuration to assess EVA translation paths, attach points, and keep-out zones. While analysis on station or rapid return to Earth would be preferable, samples collected from the exterior of the ISS have already been exposed to temperature variations between -157 and +121 °C as well as hard vacuum. Therefore, they should be fairly stable and robust. We hypothesize that samples collected from the ISS exterior could be stored for up to 6 months at -80°C without degradation. Sample canisters will be returned to Earth while frozen at -80°C for analysis, and sterilized canisters can be re-flown back to ISS to support additional sampling opportunities Relevance to NASA Exploration Objectives: These data will allow us to identify new or improved methods, technologies, and procedures for spacecraft sterilization and leakage mitigation to minimize the amount of contamination introduced to the environment by human explorers. This work is funded by NASA research grant: NNH18ZDA001N-PPR References: [1] Bell, M.S. et al. (2015) LPS XLVI, Abst. #1832 [2] Rucker et al. (2018) 42nd COSPAR (PPP.3) [3] Bell, M.S. et al. (2019) Mars Extant Life Conference, Abst. #5096.[4] Bell, M.S. et al., (2020) 43rd COSPAR (BO.2).[5] Danko D, et.al.,(2021)Front.Microbiol.12:608478.

Mary Suzanne Bell↗