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NASA NTRS2017

Validation of a Solid Rocket Motor Internal Environment Model

In a prior effort, a thermal/fluid model of the interior of Penn State University's laboratory-scale Insulation Test Motor (ITM) was constructed to predict both the convective and radiative heat transfer to the interior walls of the ITM with a minimum of empiricism. These predictions were then compared to values of total and radiative heat flux measured in a previous series of ITM test firings to assess the capabilities and shortcomings of the chosen modeling approach. Though the calculated fluxes reasonably agreed with those measured during testing, this exercise revealed means of improving the fidelity of the model to, in the case of the thermal radiation, enable direct comparison of the measured and calculated fluxes and, for the total heat flux, compute a value indicative of the average measured condition. By replacing the P1-Approximation with the discrete ordinates (DO) model for the solution of the gray radiative transfer equation, the radiation intensity field in the optically thin region near the radiometer is accurately estimated, allowing the thermal radiation flux to be calculated on the heat-flux sensor itself, which was then compared directly to the measured values. Though the fully coupling the wall thermal response with the flow model was not attempted due to the excessive computational time required, a separate wall thermal response model was used to better estimate the average temperature of the graphite surfaces upstream of the heat flux gauges and improve the accuracy of both the total and radiative heat flux computations. The success of this modeling approach increases confidence in the ability of state-of-the-art thermal and fluid modeling to accurately predict SRM internal environments, offers corrections to older methods, and supplies a tool for further studies of the dynamics of SRM interiors.

Martin, Heath T.↗
NASA NTRS2017

Validation of a Solid Rocket Motor Internal Environment Model

In a prior effort, a thermal/fluid model of the interior of Penn State University's laboratory-scale Insulation Test Motor (ITM) was constructed to predict both the convective and radiative heat transfer to the interior walls of the ITM with a minimum of empiricism. These predictions were then compared to values of total and radiative heat flux measured in a previous series of ITM test firings to assess the capabilities and shortcomings of the chosen modeling approach. Though the calculated fluxes reasonably agreed with those measured during testing, this exercise revealed means of improving the fidelity of the model to, in the case of the thermal radiation, enable direct comparison of the measured and calculated fluxes and, for the total heat flux, compute a value indicative of the average measured condition. By replacing the P1-Approximation with the discrete ordinates (DO) model for the solution of the gray radiative transfer equation, the radiation intensity field in the optically thin region near the radiometer is accurately estimated, allowing the thermal radiation flux to be calculated on the heat-flux sensor itself, which was then compared directly to the measured values. Though the fully coupling the wall thermal response with the flow model was not attempted due to the excessive computational time required, a separate wall thermal response model was used to better estimate the average temperature of the graphite surfaces upstream of the heat flux gauges and improve the accuracy of both the total and radiative heat flux computations. The success of this modeling approach increases confidence in the ability of state-of-the-art thermal and fluid modeling to accurately predict SRM internal environments, offers corrections to older methods, and supplies a tool for further studies of the dynamics of SRM interiors.

Martin, Heath T.↗
NASA NTRS2001

Internal Flow Simulation of Enhanced Performance Solid Rocket Booster for the Space Transportation System

An enhanced performance solid rocket booster concept for the space shuttle system has been proposed. The concept booster will have strong commonality with the existing, proven, reliable four-segment Space Shuttle Reusable Solid Rocket Motors (RSRM) with individual component design (nozzle, insulator, etc.) optimized for a five-segment configuration. Increased performance is desirable to further enhance safety/reliability and/or increase payload capability. Performance increase will be achieved by adding a fifth propellant segment to the current four-segment booster and opening the throat to accommodate the increased mass flow while maintaining current pressure levels. One development concept under consideration is the static test of a "standard" RSRM with a fifth propellant segment inserted and appropriate minimum motor modifications. Feasibility studies are being conducted to assess the potential for any significant departure in component performance/loading from the well-characterized RSRM. An area of concern is the aft motor (submerged nozzle inlet, aft dome, etc.) where the altered internal flow resulting from the performance enhancing features (25% increase in mass flow rate, higher Mach numbers, modified subsonic nozzle contour) may result in increased component erosion and char. To assess this issue and to define the minimum design changes required to successfully static test a fifth segment RSRM engineering test motor, internal flow studies have been initiated. Internal aero-thermal environments were quantified in terms of conventional convective heating and discrete phase alumina particle impact/concentration and accretion calculations via Computational Fluid Dynamics (CFD) simulation. Two sets of comparative CFD simulations of the RSRM and the five-segment (IBM) concept motor were conducted with CFD commercial code FLUENT. The first simulation involved a two-dimensional axi-symmetric model of the full motor, initial grain RSRM. The second set of analyses included three-dimensional models of the RSRM and FSM aft motors with four-degree vectored nozzles.

Ahmad, Rashid A.↗
NASA NTRS2001

Method Improvements in Thermal Analysis of Mach 10 Leading Edges

Several improvements have recently been made in the thermal analysis methods for leading edges of a hypersonic vehicle. The leading edges of this vehicle undergo exceptionally high heat loads that incorporate extreme spatial gradients as well as severe transients. Due to the varying flight conditions, complex geometry, and need for thermal loads at many points along the trajectory, full computational fluid dynamics (CFD) analysis of the aeroheating; loads is not feasible. Thus, engineering methods must be used to determine the aeroheating on the vehicle surfaces, and that must be utilized in the thermal analysis. Over the last year, the thermal analysis of a hypersonic vehicle has been enhanced in several ways. Two different engineering codes are used to predict aeroheating loads: one over the curve near the stagnation point, and the other on flat surfaces downstream of the leading edge. These two are matched together at the intersection point using a method that allows closer approximation of CFD results. User-developed FORTRAN, which is part of the thermal solver PATRAN Thermal, is used to accomplish this. The customizable FORTRAN code also allows use of many different time- and space-dependent factors, interpolation of the heat load in time and space, and inclusion of both highly swept and unswept grid structures. This FORTRAN is available to other PATRAN users who may want to accomplish a similar objective in analysis. Flux, rather than convective coefficient, is used to define heat loads, which allows more accurate analysis as well as better application of margins. Improvements have also been made in more efficient utilization of imported CAD geometry, by creating faces on solids to facilitate load application.

Amundsen, Ruth M.↗
NASA NTRS1988

Rate of production, dissolution and accumulation of biogenic solids in the ocean

The equatorial current system, by its response to global circulation changes, provides a unique recording mechanism for long range climatic oscillations. A permanent record of the changes in rate of upwelling and organic production is generated in the equatorial deep sea sediments, particularly by such biogenic components which are unaffected by secondary dissolution. In order to determine the rates of accumulation of various sedimentary components, a reliable differential measurement of age of the strata must be obtained. Various approaches to this problem are reviewed, and sources of error discussed. Secondary dissolution of calcium carbonate introduces a substantial and variable difference between the dissolution-modified, and hence a priori unknown, rate of deposition on one hand and the rate of accumulation, derivable from the observed concentration, on the other. The cause and magnitude of these variations are of importance, particularly since some current dating schemes are based on assumed constancy in the rate of accumulation of this and, in some cases, also all other sedimentary components. The concepts used in rate evaluation are discussed with emphasis on the difference between the state of dissolution, an observable property of the sediment, and the rate of dissolution, a parameter that requires deduction of the carbonate fraction dissolved, and of the time differential. As a most likely cause of the enhanced state of dissolution of the interglacial carbonate sediments is proposed the lowered rates of biogenic production and deposition, which cause longer exposure of the carbonate microfossils to corrosion in the bioturbated surface layer of the sediment. Historical perspective is included in the discussion in view of the dedication of the Symposium to Hans Pettersson, the leader of the Swedish Deep Sea Expedition 1947-1948, an undertaking that opened a new era in deep sea research and planetary dynamics.

NASA Discipline Exobiology↗
NASA NTRS1996

RSRM Chamber Pressure Oscillations: Transit Time Models and Unsteady CFD

Space Shuttle solid rocket motor low frequency internal pressure oscillations have been observed since early testing. The same type of oscillations also are present in the redesigned solid rocket motor (RSRM). The oscillations, which occur during RSRM burn, are predominantly at the first three motor cavity longitudinal acoustic mode frequencies. Broadband flow and combustion noise provide the energy to excite these modes at low levels throughout motor burn, however, at certain times during burn the fluctuating pressure amplitude increases significantly. The increased fluctuations at these times suggests an additional excitation mechanism. The RSRM has inhibitors on the propellant forward facing surface of each motor segment. The inhibitors are in a slot at the segment field joints to prevent burning at that surface. The aft facing segment surface at a field joint slot burns and forms a cavity of time varying size. Initially the inhibitor is recessed in the field joint cavity. As propellant burns away the inhibitor begins to protrude into the bore flow. Two mechanisms (transit time models) that are considered potential pressure oscillation excitations are cavity-edge tones, and inhibitor hole-tones. Estimates of frequency variation with time of longitudinal acoustic modes, cavity edge-tones, and hole-tones compare favorably with frequencies measured during motor hot firing. It is believed that the highest oscillation amplitudes occur when vortex shedding frequencies coincide with motor longitudinal acoustic modes. A time accurate computational fluid dynamic (CFD) analysis was made to replicate the observations from motor firings and to observe the transit time mechanisms in detail. FDNS is the flow solver used to detail the time varying aspects of the flow. The fluid is approximated as a single-phase ideal gas. The CFD model was an axisymmetric representation of the RSRM at 80 seconds into burn.Deformation of the inhibitors by the internal flow was determined through an iterative structural and CFD analysis. The analysis domain ended just upstream of the nozzle throat. This is an acoustic boundary condition that caused the motor to behave as a closed-open organ pipe. This differs from the RSRM which behaves like a closed-closed organ pipe. The unsteady CFD solution shows RSRM chamber pressure oscillations predominately at the longitudinal acoustic mode frequencies of a closed-open organ pipe. Vortex shedding in the joint cavities and at the inhibitors contribute disturbances to the flow at the second longitudinal acoustic mode frequency. Further studies are planned using an analysis domain that extends downstream of the nozzle throat.

Nesman, Tom↗
NASA NTRSDate not supplied

LS-DYNA User-Defined Internal Ballistic Modeling

One of the challenges in modeling deflagration of solid propellants with LS-DYNA is its limited capability, which is mostly applicable to airbag systems that use gaseous nitrogen generated by burning sodium azide. To overcome this limitation and enable the modeling of custom propellant grains with specific geometries, perforations, surface inhibitors, impetus, burn rates, and co-volumes, a user-defined burn model must be defined. In this study, a custom internal ballistic analysis code is integrated into LS-DYNA to simulate kinematic systems driven by pyro-mechanical devices such as pyro pushers, cutters, thrusters, separations bolts, ejection seat catapults, etc. Step-by-step guidance is provided on implementing a user-defined loading subroutine and the requirements for compiling a custom LS-DYNA executable along with a simple pyro thruster example.

pyrotechnics↗
NASA NTRS2009

Model Validation of an RSRM Transporter Through Full-scale Operational and Modal Testing

The Reusable Solid Rocket Motor (RSRM) segments, which are part of the current Space Shuttle system and will provide the first stage of the Ares launch vehicle, must be transported from their manufacturing facility in Promontory, Utah, to a railhead in Corinne, Utah. This approximately 25-mile trip on secondary paved roads is accomplished using a special transporter system which lifts and conveys each individual segment. ATK Launch Systems (ATK) has recently obtained a new set of these transporters from Scheuerle, a company in Germany. The transporter is a 96-wheel, dual tractor vehicle that supports the payload via a hydraulic suspension. Since this system is a different design than was previously used, computer modeling with validation via test is required to ensure that the environment to which the segment is exposed is not too severe for this space-critical hardware. Accurate prediction of the loads imparted to the rocket motor is essential in order to prevent damage to the segment. To develop and validate a finite element model capable of such accurate predictions, ATA Engineering, Inc., teamed with ATK to perform a modal survey of the transport system, including a forward RSRM segment. A set of electrodynamic shakers was placed around the transporter at locations capable of exciting the transporter vehicle dynamics. Forces from the shakers with varying phase combinations were applied using sinusoidal sweep excitation. The relative phase of the shaker forcing functions was adjusted to match the shape characteristics of each of several target modes, thereby customizing each sweep run for exciting a particular mode. The resulting frequency response functions (FRF) from this series of sine sweeps allowed identification of all target modes and other higher-order modes, allowing good comparison to the finite element model. Furthermore, the survey-derived modal frequencies were correlated with peak frequencies observed during road-going operating tests. This correlation enabled verification of the most significant modes contributing to real-world loading of the motor segment under transport. After traditional model updating, dynamic simulation of the transportation environment was compared to the measured operating data to provided further validation of the analysis model. KEYWORDS Validation, correlation, modal test, rocket motor, transporter

Brillhart, Ralph↗
NASA NTRSDate not supplied

Multiphase Simulations of the SLS Launch Environment

NASA’s Space Launch System (SLS), which will send astronauts back to the Moon in the next few years, is powered by four RS-25 engines and two RSRMV solid rocket boosters (SRBs). During launch the SLS propulsion system generates intense acoustics and other powerful waves, such as ignition overpressure (IOP) which, if unmitigated, have the potential to damage the vehicle and possibly cause loss of mission or crew. To protect the vehicle from these powerful waves, the SLS launch pad design includes an ignition overpressure/sound suppression (IOP/SS) system which sprays 270,000 gallons per minute of water very close to the SRB and RS-25 nozzles. The SRB and RS-25 engine plumes, and the proximity of the IOP/SS water, create a complex multiphase (gas and liquid) environment during the SLS ignition sequence. The interplay among these systems creates challenges related to water spray into/onto engine nozzles, potential debris transport, and additional transient loads due to strong plume-water interactions - all of which the SLS vehicle must be able to withstand. Prior to the Artemis I launch, the SLS multiphase liftoff environment was largely unknown due to differences from the Space Shuttle and other programs. Some data was available from tests of individual systems, but no integrated testing or analysis was available. Even post-launch analysis of Artemis I cannot provide a full understanding of the complex physics involved due to limited (or obstructed) camera views and instrumentation. Computational fluid dynamics (CFD) is being used to investigate the details of the multiphase environment which could not be measured, help comprehend the data gathered from the launch, and ultimately identify phenomena that are a concern for future flights. Project Details Engineers at NASA’s Marshall Space Flight Center (MSFC) have executed simulations using the Loci/STREAM-Volume of Fluid (VoF) multiphase CFD solver to understand this environment. Initial efforts successfully validated the CFD solver on various tests, giving confidence to simulate the SLS multiphase liftoff environment prior to the Artemis I launch. The CFD simulation of the SLS ignition sequence was conducted in three phases. First the IOP/SS water system was simulated for approximately 6 seconds to reach a quasi-steady state. Next, the RS-25 engine plumes were activated and held at full power for 1 second. Lastly, the SRB booster was activated and the simulation was carried out until just prior to vehicle motion. This simulation process mimics the conditions that exist at launch. Results and Impact The SLS ignition sequence simulation results provide deep understanding of the underlying physics occuring during launch. Observations from the simulation include reduction of water splashing into/onto the engine nozzles, change in angling of the dense water sheets, and the origin of the powerful ignition overpressure (IOP) wave. These observations directly inform the SLS program on subjects including plume-water induced side loads, debris transport, and the acoustic launch environment. Additionally, with post launch comparison of CFD observations to flight data, these tools can be applied to launch vehicles and environments other than SLS with confidence. Why HPC Matters The SLS ignition sequence CFD simulations are conducted on meshes up to hundreds of millions of cells on thousands of processors for weeks at a time. These simulations generate terabytes of data that must also be stored and archived for future use on HPC systems. Simply put, the CFD simulations would not be possible without NASA HPC resources. What’s Next Comparisons between the Artemis I flight data and the CFD simulations will be continued to both improve confidence in the CFD results and provide deeper understanding into the SLS multiphase launch environment. This will be used to provide insight for decision making for the first manned SLS flight, Artemis II. Future simulations will target new configurations of the SLS IOP/SS water required to support the more powerful variants of the SLS vehicle, such as Block 1B. Additionally, this capability provides NASA the ability to investigate launch environments for vehicles other than SLS to support other missions.

Travis Rivord↗
NASA NTRS1993

Infrared spectroscopy of Jupiter and Saturn

Infrared spectroscopy provides unique insights into the chemistry and dynamics of the atmospheres of Jupiter, Saturn, and Titan. In 1991 we obtained data at J, H, K, and M and made repeated observations of Titan's albedo as the satellite orbited Saturn. The J albedo is 12% +/- 3% greater than the albedo measured in 1979; the H and K albedos are the same. There was no evidence for variations at any wavelength over the eastern half of Titan's orbit. We also obtained low resolution (R=50) spectra of Titan between 3.1 and 5.1 microns. The spectra contain evidence for CO and CH3D absorptions. Spectra of Callisto and Ganymede in the 4.5 micron spectral region are featureless and give albedos of 0.08 and 0.04 respectively. If Titan's atmosphere is transparent near 5 microns, its surface albedo there is similar to Callisto's. In 1992 and 1993 we obtained further spectroscopic data of Titan with the UKIRT CGS4 spectrometer. We discovered two unexpected and unexplained spectral features in the 3-4 micron spectrum of Titan. An apparent emission feature near the 3 micron (nu sub 3) band of methane indicated temperatures higher than known to be present in Titan's upper stratosphere and may be caused by unexpected non-LTE emission. An absorption feature near 3.47 microns may be caused by absorption in solid grains or aerosols in Titan's clouds. The feature is similar but not identical to organics in the interstellar matter and in comets.

Knacke, Roger F.↗
NASA NTRS1999

Edge-Flames in Von Karman Swirling Flows

Classical understanding of diffusion flames dictates that they, unlike the premixed flames, do not possess a characteristic propagation velocity and are constrained by stoichiometric requirements at the flame surface. However, it has been commonly observed that when local extinction occurs within a diffusion flame sheet, the edges that are formed propagate with distinct speeds. In general, the propagation speed of these edges depend on their geometrical shape (concave, convex, or straight) among other factors. Recently, Buckmaster investigated the dynamics of straight diffusion flame edges separating burning and quenched regions using simplified one-dimensional models. He showed that these flame edges can have positive, negative, or zero velocity depending on the Damkoehler number of the equilibrium diffusion flame that support them. It was also shown that this unsteady flame-edge behavior is intrinsically linked to S-curve behavior of the diffusion flame with varying Damkoehler number. When the system Damkoehler number lies between the extinction and ignition limits, flame edges can propagate as an "ignition wave" or as a "failure wave," and for a critical Damkoehler number remain as a stationary flame-edge. We have extend Buckmaster's 1-d model to more general edge-flame configurations where the edges appear as "flame holes" or as "flame disks". These two configurations along with the straight-edge case cover the entire range of possible edge-flame geometry observable in planar diffusion-flame sheets. A generalized map of edge-flame propagation velocities as a function of the system Damkoehler number and the edge-flame radius is presented. Experimentally we show that edge flames can be created using diffusion flames embedded in von Karman boundary layers. In a von Karman boundary layer, the flow is generated by spinning a solid (fuel) disk in a quiescent ambient gas. Under normal gravity we were able to produce "flame disks" over a range of fuel-disk rotational velocities varying from 0 to 20 revolutions per second, by orienting the burning surface of the fuel disk facing downward.

Nayagam, Vedha↗
NASA NTRS2013

Thermal Design and Analysis of the Supersonic Flight Dynamics Test Vehicle for the Low Density Supersonic Decelerator Project

The thermal design and analysis of the experimental Supersonic Flight Dynamics Test (SFDT) vehicle is presented. The SFDT vehicle is currently being designed as a platform to help demonstrate key technologies for NASA's Low Density Supersonic Decelerator (LDSD) project. The LDSD project is charged by NASA's Office of the Chief Technologist (OCT) with the task of advancing the state of the art in Mars Entry, Descent, and Landing (EDL) systems by developing and testing three new technologies required for landing heavier payloads on Mars. The enabling technologies under development consist of a large 33.5 meter diameter Supersonic Ringsail (SSRS) parachute and two different types of Supersonic Inflatable Aerodynamic Decelerator (SIAD) devices - a robotic class, SIAD-R, that inflates to a 6 meter diameter torus, and an exploration class, SIAD-E, that inflates to an 8 meter diameter isotensoid. As part of the technology development effort, the various elements of the new supersonic decelerator system must be tested in a Mars-like environment. This is currently planned to be accomplished by sending a series of SFDT vehicles into Earth's stratosphere. Each SFDT vehicle will be lifted to a stable float altitude by a large helium carrier balloon. Once at altitude, the SFDT vehicles will be released from their carrier balloon and spun up via spin motors to provide trajectory stability. An onboard third stage solid rocket motor will propel each test vehicle to supersonic flight in the upper atmosphere. After main engine burnout, each vehicle will be despun and testing of the deceleration system will begin: first an inflatable decelerator will be deployed around the aeroshell to increase the drag surface area, and then the large parachute will be deployed to continue the deceleration and return the vehicle back to the Earth's surface. The SFDT vehicle thermal system must passively protect the vehicle structure and its components from cold temperatures experienced during the ascent phase of the mission as well as from the extreme heat fluxes produced during the supersonic test phase by the main motor plume and aeroheating. The passive thermal design approach for the SFDT vehicle relies upon careful and complex bounding analysis of all three modes of heat transfer - conduction, convection, and radiation - coupled with a tightly managed transient power dissipation timeline for onboard electronics components throughout all mission phases.

thermal desktop↗
NASA NTRS1989

Gravitational model improvement at the Goddard Space Flight Center

Major new computations of terrestrial gravitational field models were performed by the Geodynamics Branch of Goddard Space Flight Center (GSFC). This development has incorporated the present state of the art results in satellite geodesy and have relied upon a more consistent set of reference constants than was heretofore utilized in GSFC's GEM models. The solutions are complete in spherical harmonic coefficients out to degree 50 for the gravity field parameters. These models include adjustment for a subset of 66 ocean tidal coefficients for the long wavelength components of 12 major ocean tides. This tidal adjustment was made in the presence of 550 other fixed ocean tidal terms representing 32 major and minor ocean tides and the Wahr frequency dependent solid earth tidal model. In addition 5-day averaged values for Earth rotation and polar motion were derived for the time period of 1980 onward. Two types of models were computed. These are satellite only models relying exclusively on tracking data and combination models which have incorporated satellite altimetry and surface gravity data. The satellite observational data base consists of over 1100 orbital arcs of data on 31 satellites. A large percentage of these observations were provided by third generation laser stations (less than 5 cm). A calibration of the model accuracy of the GEM-T2 satellite only solution indicated that it was a significant improvement over previous models based solely upon tracking data. The rms geoid error for this field is 110 cm to degree and order 36. This is a major advancement over GEM-T1 whose errors were estimated to be 160 cm. An error propagation using the covariances of the GEM-T2 model for the TOPEX radial orbit component indicates that the rms radial errors are expected to be 12 cm. The combination solution, PGS-3337, is a preliminary effort leading to the development of GEM-T3. PGS-3337 has incorporated global sets of surface gravity data and the Seasat altimetry to produce a model complete to (50,50). A solution for the dynamic ocean topography to degree and order 10 was included as part of this adjustment.

Marsh, J. G.↗
NASA NTRS2007

Semianalytical Propagation of Satellite Orbits about an Arbitrary Central Body

Precision mean element (PME) satellite theories play a key role in orbit dynamics analyses. These theories employ: nonsingular orbital elements comprehensive force models Generalized Method of Averaging Numerical interpolation concepts The Draper Semianalytical Satellite Theory (DSST) (Refs. 1 - 6), whose development was led by the author, and the independently-developed Universal Semianalytical Method (USM) (Ref. 7) are examples of such theories. These theories provide the capability to tailor the force modeling to meet the desired computational speed vs. accuracy trade-off. The flexibility of such theories is demonstrated by their ability to include complicated atmosphere density models and spacecraft models in the perturbation theory context. The value of high speed satellite theories, in this era of computational plenty, is that they allow new ways of looking at astrodynamical problems such as orbit design (Refs. 8, 9) and atmosphere density updating (Refs. 10, 11). In the mid to late-1980 s, the geodynamics community led the development of very precise geopotential models such as GEM T2 and GEM T3 (Ref. 12), and with the subsequent analysis of the TOPEX flight data, JGM-2 and JGM-3 (Ref. 13). These were high degree and order geopotentials, at least 50 x 50. In 1993, the DSST implementation in the GTDS program was extended to include the 50 x 50 geopotential models (Ref. 14). The 50 x 50 geopotential, J2000 integration coordinate system, and solid Earth tide capabilities were integrated in GTDS by Scott Carter (Ref. 15). This capability demonstrated 1 m accuracy versus the TOPEX Precise Orbit Ephemerides. Subsequently the DSST Standalone program was also extended to include high degree and order geopotential models (Ref. 5). More recently GTDS has been hosted in the Linux PC environment. However, all of these efforts have been limited to modeling the motion of an artificial Earth satellite. They did not consider the additional complexities associated with lunar, planetary, or other natural satellite orbiters. Such complexities include: additional coordinate systems (associated with the direction of the north pole of rotation and the prime meridian of the new central bodies) (Ref. 16) normalized gravity model coefficients (desirable for high degree and order fields) (Ref. 17) indirect oblateness

Cefola, Paul J.↗
NASA NTRSDate not supplied

Numerical Modeling of No Vent Filling of a Cryogenic Tank with Thermo-dynamic Vent System Assisted Injector

This paper presents a multi-node finite volume model of No Vent Filling (NVF) of a cryogenic tank with Thermo-dynamic Vent System (TVS) assisted injector, using the Generalized Fluid System Simulation Program (GFSSP), a general purpose flow network code. NVF tests were conducted in a CRYOgenic Orbital Testbed (CRYOTE) tank which was filled by liquid nitrogen using a TVS assisted injector with vent valve closed during the entire filling process. In TVS assisted injector, the liquid flow splits into two streams: one stream is routed to a Joule-Thomson (J-T) orifice where the flow immediately flashes from liquid to vapor or two phase mixture because the downstream to J-T leg is maintained at vacuum level.; the other stream is injected into the tank after being cooled by cold vapor of J-T leg in a heat exchanger. The flow through J-T leg is also used to cool the outer metal matrix of the injector which in turn cools the vapor in the tank ullage. The cooling of vapor in the ullage by cold injector surface reduces ullage pressure that allows liquid to enter and fill the tank. An integrated numerical model of the test set up was developed. The model included the dual lines of TVS assisted injector, tank and tank wall. The tank was discretized into multiple fluid nodes and branches to represent the ullage and liquid nitrogen and multiple solid nodes to represent the tank wall and structure. The heat transfer between solid to fluid was calculated from pool boiling correlations which include film, transition, and nucleate boiling, as well as natural convection during pre- and post-boiling. The model also accounts for the condensation of vapor at ullage-injector interface and when it comes in contact with the liquid spray. The predicted pressure, resident mass, wall temperature in the tank were compared with the test data.

Alok Majumdar↗
NASA NTRS2002

CAPRI: Using a Geometric Foundation for Computational Analysis and Design

CAPRI (Computational Analysis Programming Interface) is a software development tool intended to make computerized design, simulation and analysis faster and more efficient. The computational steps traditionally taken for most engineering analysis (Computational Fluid Dynamics (CFD), structural analysis, etc.) are: Surface Generation, usually by employing a Computer Aided Design (CAD) system; Grid Generation, preparing the volume for the simulation; Flow Solver, producing the results at the specified operational point; Post-processing Visualization, interactively attempting to understand the results. It should be noted that the structures problem is more tractable than CFD; there are fewer mesh topologies used and the grids are not as fine (this problem space does not have the length scaling issues of fluids). For CFD, these steps have worked well in the past for simple steady-state simulations at the expense of much user interaction. The data was transmitted between phases via files. In most cases, the output from a CAD system could go IGES files. The output from Grid Generators and Solvers do not really have standards though there are a couple of file formats that can be used for a subset of the gridding (i.e. PLOT3D) data formats and the upcoming CGNS). The user would have to patch up the data or translate from one format to another to move to the next step. Sometimes this could take days. Instead of the serial approach to analysis, CAPRI takes a geometry centric approach. CAPRI is a software building tool-kit that refers to two ideas: (1) A simplified, object-oriented, hierarchical view of a solid part integrating both geometry and topology definitions, and (2) programming access to this part or assembly and any attached data. The connection to the geometry is made through an Application Programming Interface (API) and not a file system.

Haimes, Robert↗
NASA NTRS1996

STS-74 Space Shuttle Mission Report

The STS-74 Space Shuttle Program Mission Report summarizes the Payload activities as well as the Orbiter, External Tank (ET), Solid Rocket Booster (SRB), Reusable Solid Rocket Motor (RSRM), and the Space Shuttle main engine (SSME) systems performance during the seventy-third flight of the Space Shuttle Program, the forty-eighth flight since the return-to-flight, and the fifteenth flight of the Orbiter Atlantis (OV-104). In addition to the Orbiter, the flight vehicle consisted of an ET that was designated ET-74; three Phase 11 SSME's that were designated as serial numbers 2012, 2026, and 2032 in positions 1, 2, and 3, respectively; and two SRB's that were designated BI-076. The RSRM's, designated RSRM-51, were installed in each SRB and the individual RSRM's were designated as 360TO51 A for the left SRB, and 360TO51 B for the right SRB. The primary objectives of this flight were to rendezvous and dock with the Mir Space Station and perform life sciences investigations. The Russian Docking Module (DM) was berthed onto the Orbiter Docking System (ODS) using the Remote Manipulator System (RMS), and the Orbiter docked to the Mir with the DM. When separating from the Mir, the Orbiter undocked, leaving the DM attached to the Mir. The two solar arrays, mounted on the DM, were delivered for future Russian installation to the Mir. The secondary objectives of the flight were to perform the operations necessary to fulfill the requirements of the GLO experiment (GLO-4)/Photogrammetric Appendage Structural Dynamics Experiment Payload (PASDE) (GPP), the IMAX Cargo Bay Camera (ICBC), and the Shuttle Amateur Radio Experiment-2 (SAREX-2). Appendix A lists the sources of data, both formal and informal, that were used to prepare this report. Appendix B provides the definition of acronyms and abbreviations used throughout the report. All times during the flight are given in Greenwich mean time (GMT)) and mission elapsed time (MET).

Fricke, Robert W., Jr.↗
NASA NTRS2001

High Resolution 4.7 Micron Keck/NIRSPEC Spectra of Protostars: Ices and Infalling Gas in the Disk of L1489 IRS - 1

We explore the infrared M band (4.7 micron) spectrum of the class I protostar L1489 IRS in the Taurus Molecular Cloud. This is the highest resolution wide coverage spectrum at this wavelength of a low mass protostar observed to date (R =25,000; (Delta)v =12 km s(exp -1). A large number of narrow absorption lines of gas phase (12)CO, (13)CO, and C(sup 18)O are detected, as well as a prominent band of solid (12)CO. The gas phase (12)CO lines have red shifted absorption wings (up to 100 km s(exp -1)), which likely originate from warm disk material falling toward the central object. Both the isotopes and the extent of the (12)CO line wings are successfully fitted with a contracting disk model of this evolutionary transitional object. This shows that the inward motions seen in millimeter wave emission lines continue to within approx. 0.1 AU from the star. The amount of high velocity infalling gas is however overestimated by this model, suggesting that only part of the disk is infalling, e.g. a hot surface layer or hot gas in magnetic field tubes. The colder parts of the disk are traced by the prominent CO ice band. The band profile results from CO in 'polar' ices (CO mixed with H2O), and CO in 'apolar' ices. At the high spectral resolution, the 'apolar' component is, for the first time, resolved into two distinct components, likely due to pure CO and CO mixed with CO2, O2 and/or N2. The ices have probably experienced thermal processing in the upper disk layer traced by our pencil absorption beam: much of the volatile 'apolar' ices has evaporated, the depletion factor of CO onto grains is remarkably low (approx. 7%), and the CO2 traced in the CO band profile was possibly formed energetically. This study shows that high spectral resolution 4.7 micron observations provide important and unique information on the dynamics and structure of protostellar disks and the origin and evolution of ices in these disks.

Boogert, A. C. A.↗