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The postfire condition of the external and internal insulation for STS-26 is documented and the thermal safety factors of the RSRM-1A and RSRM-1B internal insulation are evaluated. The Insulation Component Program Team assessment of the observation is discussed.
Thermal conductivities determined from engineering model used to predict accurately thermal responses of multicomponent insulation on spacecraft. Types of insulation studied include such composite parts as alumina-enhanced thermal barrier backed by low-density fibrous refractory material. Internal responses of various types of multicomponent insulation to aerothermodynamic heating calculated with help of computer program that implements engineering model for thermal conductivity. Transfer of heat by internal radiation plays major role in responses of fibrous materials at high temperatures and incorporated into model and program. Used in future spacecraft and exposed during reentry and aerobraking maneuvers in outer atmosphere to environments even harsher than that of Space Shuttle.
A technique for determining the average erosion rate versus Mach number of candidate internal insulation materials was developed for flight motor applications in 12 inch I.D. test firing hardware. The method involved the precision mounting of a mechanical measuring tool within a conical test cartridge fabricated from either a single insulation material or two non-identical materials each of which constituted one half of the test cartridge cone. Comparison of the internal radii measured at nine longitudinal locations and between eight to thirty two azimuths, depending on the regularity of the erosion pattern before and after test firing, permitted calculation of the average erosion rate and Mach number. Systematic criteria were established for identifying erosion anomalies such as the formation of localized ridges and for excluding such anomalies from the calculations. The method is discussed and results presented for several asbestos-free materials developed in-house for the internal motor case insulation in solid propellant rocket motors.
Qualification testing of Combustion Engineering's AMDATA Intraspect/98 Data Acquisition and Imaging System that applies to the redesigned solid rocket motor (RSRM) case membrane case-to-insulation bondline inspection was performed. Testing was performed at M-67, the Thiokol Corp. RSRM Assembly Facility. The purpose of the inspection was to verify the integrity of the case membrane case-to-insulation bondline. The case membrane scanner was calibrated on the redesigned solid rocket motor case segment calibration standard, which had an intentional 1.0 by 1.0 in. case-to-insulation unbond. The case membrane scanner was then used to scan a 20 by 20 in. membrane area of the case segment. Calibration of the scanner was then rechecked on the calibration standard to ensure that the calibration settings did not change during the case membrane scan. This procedure was successfully performed five times to qualify the unbond detection capability of the case membrane scanner.
Qualification testing of Combustion Engineering's AMDATA Intraspect/98 Data Acquisition and Imaging System that applies to the redesigned solid rocket motor field joint capture feature case-to-insulation bondline inspection was performed. Testing was performed at M-111, the Thiokol Corp. Inert Parts Preparation Building. The purpose of the inspection was to verify the integrity of the capture feature area case-to-insulation bondline. The capture feature scanner was calibrated over an intentional 1.0 to 1.0 in. case-to-insulation unbond. The capture feature scanner was then used to scan 60 deg of a capture feature field joint. Calibration of the capture feature scanner was then rechecked over the intentional unbond to ensure that the calibration settings did not change during the case scan. This procedure was successfully performed five times to qualify the unbond detection capability of the capture feature scanner. The capture feature scanner qualified in this test contains many points of mechanical instability that can affect the overall ultrasonic signal response. A new generation scanner, designated the sigma scanner, should be implemented to replace the current configuration scanner. The sigma scanner eliminates the unstable connection points of the current scanner and has additional inspection capabilities.
The vibrational Raman spectrum of solid hydrogen has been measured from 77 to 295 K in the vicinity of the recently observed insulator-metal transition and low-temperature phase transition at 150 gigapascals. The measurements provide evidence for a critical point in the pressure-temperature phase boundary of the low-temperature transition. The result suggests that below the critical temperature the insulator-metal transition changes from continuous to discontinuous, consistent with the general criteria originally proposed by Mott (1949) for metallization by band-gap closure. The effect of temperature on hydrogen metallization closely resembles that of the lower-pressure insulator-metal transitions in doped V2O3 alloys.
Volume 3 of this postfire report deals with the insulation component of the RSRM. The report is released twice for each flight set. The interim release contract date is on or before 60 days after the last field joint or nozzle to case joint is disassembled at KSC and contain the results of the KSC visual evaluation. The data contained in Volume 3 interim release supersedes the insulation data presented in the KSC 10 day report. The final release contract data is on or before 60 days after the last factory joint is disassembled at the Clearfield H-7 facility and contains the results of all visual evaluations and a thermal safety factor analysis. The data contained in the Volume 3 final release supersedes the interim release and the insulation data presented in the Clearfield 10 day report.
A cooling system and insulation concept for a Mach 5 cruise aircraft, using non-cryogenic fuel is presented. Catalytic endothermic reaction of petroleum fuel is used as the heat sink for engine cooling. A secondary closed-loop coolant circuit removes heat from the engine and transfers this heat to the catalytic reactor. Insulation on the engine flow path surfaces reduces the cooling requirements. A high temperature insulation system, which is capable of a surface temperature of 4,000 F, is used for the combustor and nozzle. A complete closed-loop cooling system design is shown in detail. Main features of this system include a fuel preheater, a catalytic fuel reactor, and engine wall cooling panels. A silicone-based liquid polymer, designed for extended use at 750 F, is used as the coolant. The preheater and reactor design are based on the results of recent experimental work. The cooling panels are designed using a thermal fluid analysis computer program, which was originally developed for the National Aero-Space Plane (NASP). Major components are analyzed structurally as well as thermally and weights are presented.
The design parameters of effective magnetic insulation for plasma engines are discussed. An experimental model used to demonstrate the process of plasma acceleration and magnetic insulation is considered which consists of a copper strap that is wound around a glass tube and connected to a capacitor. In order to adequately model the magnetic insulation mechanisms, a computer algorithm is developed. Plasma engines, with their efficient utilization of the propellant mass, are expected to provide the next-generation advanced propulsion systems.
An overview of the growth and characterization of epitaxial insulators on semiconductors is presented. The potential applications include semiconductor-on-insulator structures, three-dimensional and/or high-density integrated circuits, optoelectronic applications such as integrated waveguides and improved gate insulators. The growth and physical characterization of epitaxial fluorides on semiconductors are discussed. Consideration is also given to the epitaxial overgrowth of epitaxial metal layers with CaF2 as well as to the formation of a novel superlattice of Ca particles in epitaxial CaF2.
New composite thermal-protection system developed in which glass-ceramic impregnated into surface of fibrous insulation. Called TUFI for toughened unipiece fibrous insulation developed as replacement for tiles with reaction-cured-glass (RCG) coating. Impregnation of glass-ceramic results in thermal protection system with insulating properties comparable to existing system but with 20 to 100 times more resistance to impact.
The development of a computer program to predict the degradation of the insulating capabilities of the multilayer insulation (MLI) blanket of Space Station Freedom due to a hypervelocity impact with a space debris particle is described. A finite difference scheme is used for the calculations. The computer program was written in Microsoft BASIC. Also described is a test program that was undertaken to validate the numerical model. Twelve MLI specimens were impacted at hypervelocities with simulated debris particles using a light gas gun at Marshall Space Flight Center. The impact-damaged MLI specimens were then tested for insulating capability in the space environment of the Sunspot thermal vacuum chamber at MSFC. Two undamaged MLI specimens were also tested for comparison with the test results of the damaged specimens. The numerical model was found to adequately predict behavior of the MLI specimens in the Sunspot chamber. A parameter, called diameter ratio, was developed to relate the nominal MLI impact damage to the apparent (for thermal analysis purposes) impact damage based on the hypervelocity impact conditions of a specimen.
The Internal Discharge Monitor (IDM) was designed to observe electrical pulses from common electrical insulators in space service. The sixteen insulator samples included twelve planar printed circuit boards and four cables. The samples were fully enclosed, mutually isolated, and space radiation penetrated 0.02 cm of aluminum before striking the samples. Pulsing began on the seventh orbit, the maximum pulse rate occurred on the seventeenth orbit when 13 pulses occurred, and the pulses slowly diminished to about one per 3 orbits six months later. After 8 months, the radiation belts abruptly increased and the pulse rates attained a new high. These pulse rates were in agreement with laboratory experience on shorter time scales. Several of the samples never pulsed. If the pulses were not confined within IDM, the physical processes could spread to become a full spacecraft anomaly. The IDM results indicate the rate at which small insulator pulses occur. Small pulses are the seeds of larger satellite electrical anomalies. The pulse rates are compared with space radiation intensities, L shell location, and spectral distributions from the radiation spectrometers on the Combined Release and Radiation Effects Satellite.
NASA-Marshall has devised an upper-stage vehicle-applicable reusable cryogenic insulation thermal-control system which employs spray-on foam insulation (SOFI) that is attached to the cryotank wall and covered by 17-sheet multilayer insulation composed of double-aluminized mylar and Dacron scrim. Four prelaunch test simulations have been conducted for the case of LH2 with gaseous N2 purge gas. Test results indicate that the SOFI surface temperature was sufficiently high to preclude atmospheric oxygen and nitrogen liquefaction.
The final Postflight Hardware Evaluation Report 360T025, Appendix A is presented. Insulation Postflight Observation Records (PFOR's) are provided. Postfire insulation, nozzle insert throat diameter measurements, segment internal insulation condition, and segment liner pattern are addressed.
Advanced Toughened Uni-piece Fibrous Insulations (TUFI) is discussed in terms of their thermal response to an arc-jet air stream. A modification of the existing Ames thermal conductivity program to predict the thermal response of these functionally gradient materials is described in the paper. The modified program was used to evaluate the effect of density, surface porosity, and density gradient through the TUFI materials on the thermal response of these insulations. Predictions using a finite-difference code and calculated thermal conductivity values from the modified program were compared with in-depth temperature measurements taken from TUFI insulations during short exposures to arc-jet hypersonic air streams.
The National Aerospace Plane (NASP) will require thermal insulation systems which are consistent with cryogenic fluids, high thermal loads, and design restrictions such as weight and volume. Test sections of the proposed system have been constructed and evaluated. In this paper we discuss the components of the insulation system, the application of the insulation system to the NASP liquid hydrogen fuel tank system, and thermal conductivity measurements performed on test sections of the system. Both steady-state and transient thermal measurements are presented.
The ASRM Case Insulation Program used design of experiments to develop a high performance case insulation. The program traded-off more than thirty properties in areas of ablation performance, material properties, processibility, bonding/aging. Kevlar pulp was found to be the most significant factor. The low-molecular weight ethylene propylene diene monomer, EPDM was the second most significant factor. The curative was the third most significant factor. The tackifier was the fourth most significant factor. The stripwinding process for applying the insulation onto the case inner surfaces was also studied. The parameters selected for experiment were extruder speed, upper roller temperature and extruder nozzle temperature. The extrudability results showed that non-Kevlar filled formulations displayed optimum edges but poor thickness continuity. High Kevlar filled formulations displayed optimum thickness continuity but poor strip edge ratings.