y

ATLAS-CENTAUR FLIGHT AC-4 COAST-PHASE PROPELLANT

I

C'ievelund Vhzo

NATIONAL A E R O N A U T I C S A N D S P A C E ADMINISTRATION

WASHINGTON: D.

c.

DECEMBER 1965

~~

I I

NASA TM X-1189

ATLAS- CENTAUR FLIGHT AC-4 COAST-PHASE PROPELLANT AND VEHICLE BEHAVIOR

By Steven V. Szabo, Jr., William A. Groesbeck, Kenneth W. Baud, Andrew J. Stofan, Theodore W. Porada, and F r e d e r i c k C. Yeh
Lewis Research Center Cleveland, Ohio

MI
year intervals;

C LASS1F IE D DOCUM ENT-T I T L E UNCLASSIFIED

T h i s material contoins informotion affecting the national defense of the United States within the meaning of the espionage laws, T i t l e 18, U.S.C., Secs. 793 and 794, the transmission or revelation of which i n any manner to an unauthorized person i s prohibited by Icw.

NOTICE
T h i s document should not b e returtied after i t has satisfied your requirements.
It may be disposed

of i n accordance w i t h your local security regulat i o n r or the appropriate provisions of the Industrial Security Manual for Safe-Guarding Classified Informotion.

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

ATLAS-CEN'I'ATJR FLIGHT AC-4 COAST-PHASE PROPELLANT AND VMICLE BEHAVIOR by Steven V. Szabo, Jr., W i l l i a m A. Groesbeck, Kenneth W. Baud, Andrew J. Stofan, Theodore W. Porada, and F r e d e r i c k C. Yeh

Lewis Research Center

S U M M A R Y The Atlas-Centaur f l i g h t AC-4 w a s t h e f o u r t h i n a s e r i e s of r e s e a r c h and development f l i g h t s . The f l i g h t sequence included a 25-minute c o a s t a f t e r i n j e c t i o n i n t o a 90 n a u t i c a l - m i l e c i r c u l a r o r b i t . A coast-phase experiment was planned t o e v a l u a t e c o n t r o l l e d venting of t h e hydrogen tank, a second engine start a t t h e end of t h e c o a s t period, and a turnaround and retromaneuver t o s i m u l a t e s e p a r a t i o n from t h e s p a c e c r a f t . P a r t s of t h e coast-phase experiment were not accomplished p r i m a r i l y because of an u n c o n t r o l l e d p r o p e l l a n t behavior excited by v e h i c l e d i s t u r b a n c e s a t t h e f i r s t Centaur main engine c u t o f f . The combined e f f e c t s of engine shutdown t r a n s i e n t s , v e h i c l e dynamics, and o t h e r energy i n p u t s t o t h e p r o p e l l a n t s , i n duced a forward displacement and c i r c u l a t i o n of t h e l i q u i d r e s i d u a l s w i t h i n t h e tank. Viscous damping of t h e l i q u i d hydrogen was i n s u f f i c i e n t t o d i s s i p a t e t h e p r o p e l l a n t k i n e t i c energy, and t h e p r o p e l l a n t s e t t l i n g motor t h r u s t , producing g, w a s inadequate t o prevent l i q an a r t i f i c i a l g r a v i t y l e v e l of about 3 ~ 1 0 ' ~ u i d motion (due t o k i n e t i c energy) from covering t h e vent opening a t t h e " f o r ward" end of t h e hydrogen tank. F a i l u r e t o s e t t l e t h e l i q u i d hydrogen a t t h e t i m e of venting r e s u l t e d i n venting of mixed-phase or l i q u i d flow, which, on expanding from t h e vent e x i t s , produced high impingement f o r c e s i n excess of t h e a t t i t u d e c o n t r o l system c a p a b i l i t y , and t h e vehicle tumbled o u t of c o n t r o l . Continued tumbling c e n t r i f i g e d t h e l i q u i d hydrogen t o t h e forward end of t h e tank. Subsequent venting of t h e l i q u i d hydrogen t o maintain t a n k p r e s s u r e s d e p l e t e d t h e r e s i d u a l and prevented accomplishment of t h e remaining coast-phase experiments.

INTRODUCTION
The advent of cryogenic p r o p e l l a n t s f o r upper s t a g e space v e h i c l e s with missions r e q u i r i n g extended p e r i o d s of c o a s t and m u l t i p l e engine r e s t a r t s i n a near-zero-gravity environment has brought t o the f o r e f r o n t t h e important problem of coast-phase p r o p e l l a n t management . This poses a p z r t i c u l a r l y a c u t e problem with cryogenics because of t h e need t o v e n t and r e l i e v e t a n k p r e s s u r e s periodi c a l l y . I n turn, t h e problem of maintaining p r o p e l l a n t s away from vent o u t l e t s t o prevent entrainment of l i q u i d i n t h e vent flows a r i s e s . Entrainment of l i q -

u i d i n vent flows, o r l i q u i d venting, d e p l e t e s a v a i l a b l e p r o p e l l a n t s f o r mission requirements and produces complexities i n t h e design of t r u e nonpropulsive and balanced v e n t systems. Much work has been done t o d a t e on t h e behavior of cryogenic and o t h e r prop e l l a n t s i n near-zero-gravity c o n d i t i o n s produced f o r s h o r t p e r i o d s i n drop towers and scale-model f l i g h t t e s t s (e.g., refs. 1 t o 5 ) . This work has produced much valuable d a t a on fundamental l a w s and s c a l i n g parameters f o r model work. This e f f o r t , however, has not shown t h e i n t e r a c t i o n between f o r c e s , ene r g i e s , and t r a n s i e n t s p e c u l i a r t o a g i v e n c o n f i g u r a t i o n of o p e r a t i n g hardware i n a f u l l - s c a l e space v e h i c l e . The Atlas-Centaur v e h i c l e AC-4 launched from Cape Kennedy on December 1 1 , 1964, provided data g i v i n g much i n s i g h t t o t h e near-zero-gravity behavior of a cryogenic i n a f u l l - s c a l e space v e h i c l e . For t h e f i r s t time, t h e Centaur eng i n e s were planned t o be r e s t a r t e d f o r a s h o r t d u r a t i o n burn. DISCUSSION AND ANALYSIS O F FLIGHT DATA

A c o r r e l a t i o n of t h e post-MECO (main engine c u t o f f ) coast-phase events are presented i n t h e following c h r o n o l o g i c a l sequence:

(1)F i r s t MECO ( T + 572.8 s e c ) t o s t a r t of hydrogen v e n t i n g ( T + 840 s e c ) (where T + 0 = l i f t - o f f of v e h i c l e )
( 2 ) F i r s t - p h a s e hydrogen venting ( T + ll.00 s e c )

(T + 840 s e c ) t o l o s s of t e l e m e t r y

( 3 ) A c q u i s i t i o n of d a t a ( T + 2006 s e c )

(T +

1 2 2 5 s e c ) t o complete hydrogen v e n t i n g

( 4 ) Second main-engine p r e s t a r t ( T + 3000 s e c )

(T + 2006 s e c ) through retromaneuver

The liquid-hydrogen t a n k on AC-4 w a s e x t e n s i v e l y instrumented (see f i g . 1) w i t h skin temperature measuring d e v i c e s . The m a j o r i t y of t h e following d i s c u s s i o n , which d e f i n e s t h e behavior and i n t e r a c t i o n s o f t h e l i q u i d hydrogen w i t h t h e v e h i c l e , i s based p r i m a r i l y on t h e s e temperature d a t a and v e h i c l e dynamics d a t a received from downrange t e l e m e t r y . F i r s t MECO ( T

+ 572.8 s e c ) t o S t a r t of Hydrogen Venting ( T + 840 s e c )

The v e h i c l e a t MECO w a s holding a f l i g h t - p a t h a n g l e of approximately -0.02 degree i n p i t c h and w a s r o l l e d counterclockwise approximately 15 degrees. (See f i g . 2 f o r v e h i c l e coordinate system and a t t i t u d e engine l o c a t i o n s . ) Rates of r o t a t i o n imparted t o t h e v e h i c l e following t h e MECO t r a n s i e n t were approximately -1.0 degree per second i n p i t c h , 0.2 degree p e r second i n yaw, and -0.5 degree p e r second i n roll, as shown i n f i g u r e 3. Coincident w i t h MECO, t h e a t t i t u d e c o n t r o l engines were enabled t o f u n c t i o n and t h e p r o p e l l a n t s e t t l i n g engines were i g n i t e d producing approximately 3x10'4 g. A t t i t u d e c o n t r o l engines A-2 and A-4 (shown i n f i g . 2 ) were a c t i v a t e d immediately and burned f o r 1 . 6 seconds
2

-3

t o n u l l roll r a t e below t h e t h r e s h o l d of t h e c o n t r o l system of 0 . 2 degree p e r second. No o t h e r a t t i t u d e c o n t r o l engine a c t i v i t y was observed u n t i l T + 577.8 seconds, 5 seconds a f t e r MECO, when a programed change i n t h e guidance s t e e r i n g equations commanded a p i t c h e r r o r of -8 degrees (command nose down) and a yaw e r r o r of -1 degree (command nose l e f t ) . This maneuver w a s designed t o g i v e t h e v e h i c l e a n a t t i t u d e p a r a l l e l with t h e l o c a l h o r i z o n t a l and i n the plane of t h e t r a j e c t o r y . A t t i t u d e c o n t r o l j e t s P-2, A-3, and A-4 responded t o guidance commands immediately, and t h e d e s i r e d a t t i t u d e w a s achieved w i t h i n 1 6 seconds. Throughout t h e remainder of t h e c o n t r o l l e d c o a s t ( t o s t a r t of hydrogen v e n t i n g a t T + 840 s e c ) sporadic c o r r e c t i o n s were observed i n p i t c h and roll, and a n e a r l y - c o n s t a n t duty c y c l e w a s observed i n yaw ( s e e f i g . 4 ) . A t t i t u d e c o n t r o l o p e r a t i o n w a s more f r e q u e n t t h a n expected and w a s probably a result of
(1) Unpredicted p r o p e l l a n t behavior

( 2 ) Ullage engine exhaust impinging on main engine b e l l s and o t h e r components i n t h e t h r u s t s e c t i o n

(3) Misalinement of t h e p r o p e l l a n t s e t t l i n g engine t h r u s t v e c t o r

The 30-percent duty cycle observed from the yaw r a t e gyro ( f i g . 3), i s amp l i f i e d i n f i g u r e 5. The d i s t u r b a n c e a c c e l e r a t i o n s , defined as t h e s l o p e of t h e curve where t h e a t t i t u d e c o n t r o l engines a r e o f f , are an i n d i c a t i o n of t h e d i s t r u b i n g t o r q u e s a c t i n g on t h e v e h i c l e . During t h e c o n t r o l l e d c o a s t period, t h e d i s t u r b a n c e acc e l e r a t i o n s averaged 0.012 degree p e r second, w i t h r e s u l t i n g d i s t u r b i n g t o r q u e s of 100 t o 113 inch-pounds depending on t h e chosen v e h i c l e mass moment of i n e r t i a . Ullage motor misalinement t o maximum design t o l e r a n c e s and c a l c u l a t e d i m pingement f o r c e s can account f o r only 60 inch-pounds of torque. A c e n t e r - o f g r a v i t y s h i f t a t t r i b u t a b l e t o p r o p e l l a n t l o c a t i o n i s not stable, and t h e r e were no i n d i c a t i o n s of hardware movement. Therefore, motor misalinement beyond des i g n t o l e r a n c e s and a t t i t u d e c o n t r o l engine thrusts below nominal t h r u s t s could account f o r t h e r o t a t i o n a l r a t e responses observed. Immediately on e n t e r i n g t h e c o a s t phase, t h e p r o p e l l a n t behavior w a s chara c t e r i z e d by a predominantly forward movement of l i q u i d hydrogen i n t h e tank. Within 1 4 seconds following W O , a l l temperature instruments on t h e l i q u i d hydrogen t a n k s u r f a c e ( s e e f i g . 6) i n d i c a t e d the presence of l i q u i d hydrogen. Forward bulkhead s k i n temperatures and t h e liquid-hydrogen u l l a g e gas tempera t u r e dropped a b r u p t l y t o l i q u i d hydrogen temperatures w i t h i n 4 . 5 seconds, as shown i n f i g u r e 7. This behavior of t h e l i q u i d hydrogen can be a t t r i b u t e d t o t h e following d i s t u r b a n c e s as i l l u s t r a t e d i n f i g u r e 8: (1)Fuel-boost-pump volute-bleed spray t o w a r d t h e forward end of t h e tank during boost-pump coastdown ( 2 ) Hydrogen-duct r e c i r c u l a t i o n - l i n e spray e n t e r i n g t h e t a n k a t s t a t i o n 350 on t h e p o s i t i v e x-axis during boost-pump coastdown; t h i s s p r a y i s d i r e c t e d a c r o s s t h e tank

(3) Residual slosh energy in the fluid at MECO

( 4 ) Springback of the intermediate bulkhead and lower cylindrical section of the tank by thrust termination at MECO

(5) Backflow of mixed-phase hydrogen through the propellant ducting and boost-pump inlet at MECO, caused by a combination water-hammer effect from rapid valve closing, pressure surges from the main engine prior to engine inlet valve closing and expansion back to tank pressure and temperature of the high-energy liquid hydrogen trapped between the boost-pump and engine inlet valve

(6) Energy associated with convective thermal currents in the fluid boundary layer set up during the boost and powered phases of flight
The fuel-boost-pump volute-bleed-line flow was estimated to be initially about 340 gallons per minute. During pump coastdown, approximately 23 pounds of liquid hydrogen was returned to the tank. Similarly, the hydrogen-ductrecirculation-line return flow was estimated initially at about 40 gallons per minute maximum with 2.56 pounds of liquid hydrogen returned to the tank during pump coastdown. (See appendix A for boost-pump and flow-system descriptions.) The possible energy inputs to the liquid hydrogen residual from these six disturbing sources have been estimated for the AC-4 flight as shown in table I.

TABLE I . - POSSIBLE: ENERGY INF'UTS

Source Fuel-boost-pump volute bleed Hydrogen-duct-recirculation line Slosh Bulkhead springback Backflow from propellant ducts Energy of boundary layer due to convective currents Energy level, ft-1b 102 35 0 0.12 35 1.07

Further discussion and analysis of these disturbances is presented in appendix B. The initial displacement of the liquid hydrogen in the tank by these disturbances appe.ared to be a wave moving forward along the positive x-axis and negative y-axis as shown in figure 6. This wetting sequence is attributed to spray from the volute bleed along the positive x-axis and spray from the recirculation line hitting the negative x-axis, dispersing laterally, and wetting the negative y-axis in the forward direction. The wave motion then continued over the forward bulkhead.
A l l temperature sensors indicated liquid hydrogen from MECO until approximately 50 seconds prior to venting. The propellant behavior at this time was

- 5

u n c e r t a i n , b u t t h e r e w a s some evidence of drying toward t h e forward end of t h e tank, as s e n s o r s on t h e p o s i t i v e y-axis began drying from t h e t o p ( f i g . 6 ) . It may be c o n j e c t u r e d t h a t e i t h e r the p r o p e l l a n t s e t t l i n g engines were beginning t o s e t t l e t h e p r o p e l l a n t s , or some l o c a l skin drying w a s occurring due t o h e a t transfer effects. S t a r t of Liquid-Hydrogen Venting ( T t o Loss of Telemetry ( T
-I- 840

see)

+ 1100 s e e )

The liquid-hydrogen vent valve w a s programed i n t h e r e l i e f mode ( i . e . , t h e valve would open a t or above cracking pressure) a t T + 614.4 seconds. The f u e l tank p r e s s u r e a t t h i s time w a s w e l l below t h e valve cracking p r e s s u r e , b u t by T + 840 seconds it had reached t h e valve cracking p r e s s u r e . The f i r s t i n d i c a (See appendix A f o r ventt i o n s of hydrogen venting were noted a t t h i s time. system d e s c r i p t i o n . ) The presence of l i q u i d hydrogen a t t h e forward end of t h e tank, however, r e s u l t e d i n mixed-phase or l i q u i d flow through t h e vent system. I n d i c a t e d flow r a t e s were high, and Venturi flow temperature dropped a b r u p t l y t o l i q u i d hydrogen l e v e l s . Simultaneous with venting, as shown i n f i g u r e 9, w a s t h e occurrence of a yaw torque i n p u t , which exceeded t h e c a p a b i l i t i e s of t h e a t t i t u d e c o n t r o l system and produced an i n c r e a s i n g yaw r a t e and v e h i c l e spin-up. A comparison of t h e p r e d i c t e d v e h i c l e torques due t o normal gaseous hydro1 . gen venting w i t h t h e a c t u a l measured r e s u l t s i s shown i n t a b l e 1

TABLE 1 1 .

COMPARISON O F PREDICTED VEHICLE TORQUES WITH A C T U A L MEASURED RESULTS

~~

Condition Pitch Inputs due t o normal gaseous hydrogen venting Estimated torque i n p u t s from AC-4 f l i g h t d a t a (maximum measured during c o a s t ) P r e d i c t e d c o n t r o l torques from a t t i t u d e cont r o l system (based on c e n t e r of g r a v i t y a t s t a t i o n 343) %aximum 0.4 500
22%

Yaw
33 4500 228

Roll
2 240

180

torque noted a t T + 915 see was not a s u s t a i n e d torque.

The u n c o n t r o l l a b l e yaw torque experienced during venting was c r e d i t e d t o l a r g e l a t e r a l impingement f o r c e s on t h e forward bulkhead due t o venting of l i q u i d of mixed-phase hydrogen. L a t e r a l forces of 2 t o 10 pounds i n t h e forward bulkhead a r e a would have produced t h e yaw torques noted. The p r e d i c t e d f o r c e
5

f o r pure gaseous venting w a s only 0.2 pound. Forward bulkhead s k i n temperatures and t h e liquid-hydrogen u l l a g e temperature i n d i c a t e d liquid-hydrogen temperatures p r i o r t o and during venting. Thus, t h e theory w a s supported t h a t a n unknown q u a n t i t y of l i q u i d hydrogen w a s l o c a t e d i n t h e forward end of t h e t a n k i n s p i t e of the f a c t t h a t an u l l a g e s e t t l i n g g r a v i t y of approximately 3x10'4 g had been applied t o t h e v e h i c l e f o r about 267 seconds. Also, e x c e l l e n t c o r r e l a t i o n of uncontrolled v e h i c l e r a t e s with v e n t p e r i o d s i s evident i n f i g u r e 10.

By T + 905 seconds, v e h i c l e roll had i n c r e a s e d t o 0.2 degree p e r second, and t h e yaw r a t e had increased t o -0.5 degree p e r second, as shown i n f i g u r e 9. A t T + 915 seconds, a torquing t r a n s i e n t i n p i t c h and roll coupled t h e yaw s t e e r i n g e r r o r i n t o t h e p i t c h channel causing t h e roll and p i t c h r a t e s t o r e v e r s e . By T +lo30 seconds, v e h i c l e r a t e s were -2.4 degrees p e r second i n yaw, -0.6 degree p e r second i n p i t c h , and about -0.5 degree p e r second i n roll.
Hydrogen t a n k p r e s s u r e from T + 840 t o about T + 1055 seconds w a s unsteady b u t remained w i t h i n t h e vent-valve o p e r a t i n g range. A t T + 1055 seconds, t h e f u e l - t a n k pressure began a steady rise, i n d i c a t i n g a vent flow of i n c r e a s i n g l i q u i d q u a l i t y t h a t w a s no longer of s u f f i c i e n t volume t o r e l i e v e t a n k p r e s s u r e . The c e n t r i f u g a l f o r c e due t o t h e increased tumbling r a t e s w a s s e t t l i n g some of t h e l i q u i d hydrogen i n t h e forward end of t h e tank, and pure l i q u i d w a s being vented. Acquisition of Data (T

1 2 2 5 s e c ) t o Complete

Hydrogen Venting (T

+ 2006 s e c )

Reaquisition of d a t a a t T + 1 2 2 5 seconds, as shown i n f i g u r e s 1 1 a n d 1 2 , i n d i c a t e d t h a t t h e liquid-hydrogen tank p r e s s u r e , vent flow r a t e s , and v e h i c l e yaw rates were up s h a r p l y and i n c r e a s i n g s t e a d i l y . Figure ll a l s o shows a comparison of vent flow r a t e s i f pure l i q u i d or pure gas flow i s assumed. Again t h e i n a b i l i t y of t h e tank p r e s s u r e t o r e l i e v e under high i n d i c a t e d flow r a t e s w a s f u r t h e r evidence of l i q u i d v e n t flow, which, i n t u r n , produced a n excessive yaw torque on t h e v e h i c l e .

These r a t e s continued u n t i l about T + 1366 seconds when t h e tank p r e s s u r e , which had reached 2 4 . 2 pounds per square inch a b s o l u t e , suddenly s t a r t e d t o decrease. There w a s a l s o evidence ( s e e f i g . ll) of l i q u i d d e p l e t i o n a t t h e f o r ward end of t h e tank; t h a t i s , t h e Venturi flow r a t e began a decreasing t r e n d . 1 , show a d i s Ullage and Venturi gas flow temperature d a t a , shown i n f i g u r e 1 t i n c t warming and liquid-to-vapor t r a n s i t i o n i n t h e c h a r a c t e r of t h e v e n t flow. The t a n k pressure decreased t o t h e o p e r a t i n g range of t h e number 1 v e n t v a l v e by T + 1455 seconds.
Vehicle motion during t h i s time, obtained from t h e r e s o l v e r - c h a i n output d a t a , indicated t h a t t h e v e h i c l e w a s tumbling predominantly i n t h e yaw p l a n e w i t h a s l i g h t nose-high a t t i t u d e . The yaw r a t e i n c r e a s e d from about 8.5 rpm t o a maximum of about 2 1 rpm a t T + 1550 seconds, as shown i n f i g u r e 1 2 . P i t c h and roll r a t e s during t h i s time, as shown i n f i g u r e 13 v a r i e d i n a random fashion. This random n a t u r e of t h e p i t c h and roll r a t e s i s believed t o be caused by t h e buildup and breakaway of s o l i d hydrogen d e p o s i t s a t t h e vent e x i t p o r t s . Unpub6

l i s h e d d a t a by General Dynamics/Convair has i n d i c a t e d t h a t s o l i d d e p o s i t s can b u i l d up a t v e n t e x i t s when a l i q u i d or a liquid-vapor mixture i s vented i n t o a vacuum. The dynamic response of t h e v e h i c l e t o apparent vent f l u i d q u a l i t y w a s very pronounced. T r a n s i t i o n from venting of l i q u i d t o venting of gas was coincident w i t h a decreased r i s e i n yaw r a t e . S i g n i f i c a n t l y , however, t h e vent impingement f o r c e s continued t o spin-up t h e v e h i c l e from about T + 1450 t o T + 1550 seconds (about 100 s e c a f t e r t h e Venturi flow indicated nominal coast-phase gas flow r a t e ) . This l a g w a s a t t r i b u t e d t o t h e purging of r e s i d u a l l i q u i d hydrogen i n t h e vent system downstream of t h e Venturi and sublimation of p o s s i b l e i c e dep o s i t s b u i l t up on t h e forward bulkhead. During t h e t o t a l coast-vent period, from T + 840 t o T + 2006 seconds, it w a s estimated t h a t 960 pounds of hydrogen were vented overboard and t h a t about 120 pounds of l i q u i d remained i n t h e tank a t T + 2006 seconds. Temperature sensors i n d i c a t e d , as shown i n f i g u r e 6, t h a t the forward end of t h e tank w a s dry; however, tank-skin temperature sensors below s t a t i o n 344 on t h e p o s i t i v e x-axis and t h e boost-pump i n l e t temperatures remained a t l i q u i d l e v e l s , i n d i c a t i n g some s l i g h t r e s i d u a l a t t h e bottom of t h e t a n k and i n t h e sump. Second Engine P r e s t a r t (T of Retromaneuver (T

2006 s e c ) t o End 3000 s e e )

The p r e s t a r t sequence f o r t h e second Centaur main engine s t a r t (MES) began a t approximately T + 2006 seconds w i t h t h e vent-valve lockup and i n i t i a t i o n of t a n k burp. A t t h i s time, however, as shown i n f i g u r e 1 4 , t h e l i q u i d hydrogen u l l a g e temperature dropped from approximately -380' t o -420' F. Apparently, a s m a l l q u a n t i t y of l i q u i d hydrogen remained i n t h e forward end of t h e t a n k and w a s e n t r a i n e d w i t h t h e helium p r e s s u r i z i n g gas as it blew a c r o s s t h e forward bulkhead. The liquid-hydrogen boost-pump s t a r t , as shown i n f i g u r e 15, began a t about T + 2010 seconds. Boost-pump h e a d r i s e (AP) appeared normal ( l i q u i d being pumped) f o r t h e f i r s t 7 seconds of pump operation. Coincident w i t h a drop i n pump-inlet p r e s s u r e and liquid-hydrogen u l l a g e pressure, t h e pump h e a d r i s e became e r r a t i c , i n d i c a t i n g t h e occurrence of c a v i t a t i o n o r vapor pullthrough. By T + 2025 s e c onds boost-pump h e a d r i s e had peaked-out a t about 25 pounds per square i n c h d i f f e r e n t i a l , and u l l a g e p r e s s u r e had dropped t o approximately 1 4 pounds p e r square i n c h a b s o l u t e . Within 5 seconds, h e a d r i s e dropped t o 2 pounds per square i n c h d i f f e r e n t i a l and boost-pump over-speed t r i p - o u t occurred, i n d i c a t i n g an absence of l i q u i d a t t h e pump i n l e t . The l i q u i d hydrogen remaining i n t h e tank by T + 2010 seconds had been r e duced d r a s t i c a l l y as a result of l i q u i d venting during c o a s t . The decay of t h e liquid-hydrogen u l l a g e p r e s s u r e a t boost-pump s t a r t can probably be a t t r i b u t e d t o t h e cooling of t h e l a r g e u l l a g e by t h e liquid-hydrogen boost-pump v o l u t e bleed spray. If it i s assumed t h a t (1) a l l t h e h e a t r e q u i r e d t o vaporize t h e l i q u i d hydrogen i s e x t r a c t e d from t h e u l l a g e gas and ( 2 ) t h e i n i t i a l u l l a g e tem7

p e r a t u r e i s 60' t o 65' R, t h e n vaporizing approximately 15 t o 1 7 pounds of t h e sprayed l i q u i d hydrogen would produce t h e p r e s s u r e drop noted. C a l c u l a t i o n s a l s o indicated t h a t t h e boost pwnp sprayed approximately 30 pounds of l i q u i d hydrogen back i n t o t h e tank during t h i s t i m e . The command f o r t h e second M E S occurred a t T + 2049.7 seconds. I n s u f f i c i e n t l i q u i d hydrogen, as previously discussed, was a v a i l a b l e t o s u s t a i n boostpump operation and t h e normal engine s t a r t d i d not occur. Even though t h e l i q u i d hydrogen v e n t valve w a s locked up a t burp, t h e liquid-hydrogen tank p r e s s u r e s remained low throughout t h e planned second eng i n e burn period. A t second MECO, t h e liquid-hydrogen tank p r e s s u r e r a p i d l y began t o i n c r e a s e a t about 2.8 pounds per square i n c h per minute. H e a t - t r a n s f e r c a l c u l a t i o n s show that t h i s p r e s s u r e - r i s e r a t e would be a s s o c i a t e d w i t h a f u l l tank of hydrogen gas. A t T + 2385 seconds, t h e hydrogen tank p r e s s u r e reached t h e cracking pressure of t h e secondary vent v a l v e and it r e l i e v e d momentarily; 2 seconds l a t e r , t h e r e t r o t h r u s t s i g n a l w a s commanded, and t h e engine i n l e t valves were opened. This allowed t h e l i q u i d oxygen and l i q u i d hydrogen tanks t o blow down and should have produced an axial t h r u s t of approximately 30 pounds. P r o p e l l a n t tank p r e s s u r e s with l i q u i d remaining i n t h e tanks should have remained f a i r l y steady, being s u s t a i n e d by b o i l o f f gases. The absence of r e s i d u a l l i q u i d hydrogen, however, r e s u l t e d i n t h e hydrogen t a n k p r e s s u r e dropping o f f r a t h e r r a p i d l y , as shown i n f i g u r e 16, t o 3 pounds per square i n c h a b s o l u t e a t T + 3000 seconds. Liquid oxygen tank p r e s s u r e , though, remained f a i r l y cons t a n t i n d i c a t i n g t h a t a q u a n t i t y of l i q u i d oxygen s t i l l remained i n t h e t a n k and t h a t t h e b o i l o f f w a s s u f f i c i e n t t o maintain t a n k p r e s s u r e . Actual t h r u s t l e v e l s produced by t h e engine blowdown, however, could not be a s s e s s e d because t h e d a t a were obscured by t h e v e h i c l e spinning motion. A t the end of t h e engine blowdown, t h e engine i n l e t valves were closed and t h e t a n k pressure recovered g r a d u a l l y on subsequent o r b i t s , being influenced by s o l a r heating and v e h i c l e p o s i t i o n i n and out of t h e E a r t h ' s shadow. The veh i c l e impacted i n t h e South P a c i f i c Ocean a f t e r completing 1 0 o r b i t s .

CONCLIDING REMARKS The Atlas-Centaur AC-4 f l i g h t r e v e a l e d some problems of cryogenic p r o p e l l a n t management a s s o c i a t e d with attempts t o o b t a i n m u l t i p l e engine starts. From t h e f l i g h t d a t a , t h e following observations were made:
1. A s i g n i f i c a n t amount of k i n e t i c energy w a s imparted t o t h e p r o p e l l a n t s by t h e engine shutdown t r a n s i e n t s . This, i n t u r n , caused motion of t h e f u e l i n t h e tank. Viscous damping w a s i n s u f f i c i e n t t o d i s s i p a t e t h e energy imparted t o t h e f u e l , and t h e p r o p e l l a n t s e t t l i n g t h r u s t w a s inadequate t o s e t t l e t h e propellants.

2 . The presence of l i q u i d p r o p e l l a n t near t h e v e n t p o r t r e s u l t e d i n l i q u i d or mixed-phase flow through t h e vent system. The g r e a t l y i n c r e a s e d flow i m pinged on t h e forward bulkhead, which produced a yaw torque f a r beyond t h e r e covery c a p a b i l i t y of t h e a t t i t u d e c o n t r o l system, and caused t h e v e h i c l e t o

tumble in yaw. The formation of solids in the process of venting liquid or mixed-phase flow may have occurred, which tended to block the vent passage unevenly and further contribute to vehicle instability. The data correlation between vehicle motion and venting periods was excellent.
3. The command for the main-engine prestart sequence and second main-engine start was properly given by the programer. The fuel boost pump started on command, but operated erratically as a result of cavitation. The absence of liquid fuel in the feed lines precluded a successful second engine start.

The AC-4 flight demonstrated that forces other than molecular forces played the dominant role in determining propellant behavior even though an ullage settling force sufficient to overcome the molecular forces was provided. Most of the work to date in predicting low-gravity propellant behavior has been concentrated on molecular forces. It appears that a refocusing of attention to the effects of induced transient forces would yield greater insight and understanding in the area of propellant management. The AC-4 flight has revealed many areas in need of attention. Among these are
1. Attenuation of transient disturbances during engine shutdown and restart

2. Evaluation of the effectiveness of energy-dissipation devices

3. Determination of the propellant settling thrust level required in relation to the magnitude of the expected disturbances

4. Development of means of gaseous venting when venting is required, in a true nonpropulsive mode to ensure vehicle stability

Studies and optimizations in these areas would be helpful in the design of future space vehicle utilizing cryogenic propellants and capable of multiple engine starts. Lewis Research Center, National Aeronautics and Space Administration, Cleveland, Ohio, August 13, 1965.

APPENDIX A
VMICLE

AND SYSTEM DESCRIPTIONS

General Vehicle D e s c r i p t i o n The Atlas-Centaur v e h i c l e , as shown i n f i g u r e 1 7 i s e s s e n t i a l l y a two and one-half s t a g e v e h i c l e whose o p e r a t i o n a l purpose i s t o p l a c e a Surveyor spacec r a f t on a l u n a r i n t e r c e p t . The f i r s t s t a g e i s an A t l a s i n t e r c o n t i n e n t a l b a l l i s t i c m i s s i l e whose t a pered nose s e c t i o n has been modified t o a c o n s t a n t 1 0 - f o o t diameter. Also, e i g h t 500-pound-thrust r e t r o r o c k e t s have been added t o t h e a f t s e c t i o n t o i n c r e a s e the r a t e of s e p a r a t i o n from Centaur. The t a n k i s a f u l l y monocoque s t a i n l e s s - s t e e l s t r u c t u r e maintaining i t s i n t e g r i t y through i n t e r n a l p r e s s u r i z a t i o n . The f i r s t s t a g e , which weighs about 262 500 pounds a t l i f t - o f f , cons i s t s of a j e t t i s o n a b l e b o o s t e r s e c t i o n , t h e s u s t a i n e r and p r o p e l l a n t - t a n k s e c t i o n , and t h e i n t e r s t a g e a d a p t e r . I t s p r o p u l s i o n system i n c l u d e s two b o o s t e r engines, a s u s t a i n e r engine, and two s m a l l v e r n i e r engines. T o t a l l i f t - o f f t h r u s t of t h e f i v e engines i s approximately 389 000 pounds, w i t h a l l engines capable of gimballing f o r d i r e c t i o n a l c o n t r o l . The Centaur s t a g e i s t h e n a t i o n ' s f i r s t hydrogen-fueled space b o o s t e r . The t a n k s t r u c t u r e , l i k e t h e A t l a s , i s a t h i n - w a l l e d 301 s t a i n l e s s - s t e e l , monocoque c y l i n d r i c a l - s e c t i o n s t r u c t u r e , p r e s s u r e - s t a b i l i z e d t o m a i n t a i n i t s shape. The c y l i n d r i c a l p o r t i o n i s capped on each end by an e l l i p t i c a l l y shaped s t a i n l e s s s t e e l bulkhead. A double-walled e l l i p s o i d a l i n n e r bulkhead s e p a r a t e s t h e l i q u i d oxygen and l i q u i d hydrogen t a n k s . Vehicle t h r u s t i s provided by two 15 000pound-thrust turbopump-fed r e g e n e r a t i v e l y cooled engines, t h a t u s e l i q u i d oxygen and l i q u i d hydrogen as p r o p e l l a n t s . Proper n e t p o s i t i v e s u c t i o n head (NPSH) f o r t h e engine turbopumps i s provided by b o o s t pumps from each p r o p e l l a n t tank. AC-4 Nonpropulsive Vent System The AC-4 nonpropulsive v e n t system, as shown i n f i g u r e 18, c o n s i s t s of a standpipe, Venturi flowmeter, two v e n t valves, and a plenum, w i t h opposing e x i t s i n t h e v e h i c l e p i t c h p l a n e . Gaseous hydrogen flow from t h e t a n k through t h e standpipe w a s measured by t h e c a l i b r a t e d Venturi. Hydrogen t a n k p r e s s u r e w a s r e g u l a t e d by t h e number 1 v e n t v a l v e (19.5 t o 20.5 p s i a ) during f l i g h t , w i t h t h e number 2 v a l v e (24.8 t o 26.8 p s i a ) a c t i n g only i n t h e s a f e t y r e l i e f mode. The number l v a l v e w a s capable of being p l a c e d i n a locked o r r e l i e f mode t o schedu l e periods of v e n t and d e s i r e d t a n k p r e s s u r e l e v e l s . During boost, vent flow w a s d i r e c t e d through a v e n t s t a c k l o c a t e d on t h e nose f a i r i n g as shown. A t nose f a i r i n g j e t t i s o n , t h e d u c t i n g from t h e plenum t o t h e v e n t s t a c k and a cap on t h e opposing v e n t e x i t were disconnected, allowing v e n t i n g i n t h e nonpropulsive mode through the plenum e x i t s . With gaseous hydrogen flow, t o r q u e s imparted t o t h e v e h i c l e during v e n t p e r i o d s were p r e d i c t e d a t : 0.4 inch-pound i n p i t c h , 33.0 inch-pounds i n yaw, and 2 . 0 inch-pounds i n r o l l .

10

P r o p e l l a n t Feed System The Centaur v e h i c l e p r o p e l l a n t f e e d system i s composed of t h r e e main items of hardware: p r o p e l l a n t ducting, boost pumps, and r e c i r c u l a t i o n l i n e s . The f u e l system only i s described h e r e i n s i n c e the primary problem concerns t h e cont r o l of l i q u i d hydrogen during t h e c o a s t phase. A schematic diagram of t h e f u e l supply system c o n f i g u r a t i o n on Atlas-Centaur (AC-4) i s shown i n f i g u r e 1 9 . The f u e l boost pump i s mounted t o an elbow sump on the s i d e of t h e f u e l t a n k . The main f u e l supply l i n e i s a Y c o n f i g u r a t i o n with t h e common l i n e mating w i t h t h e boost-pump discharge flange, and branch l i n e s t o each engine i n l e t . A r e c i r c u l a t i o n l i n e a t t a c h e s t o each branch l i n e j u s t above t h e engine i n l e t t o b l e e d o f f trapped g a s e s i n t h e ducting and thereby permit l i q u i d a t t h e engine i n l e t prior t o l i f t - o f f . The boost-pump u n i t c o n s i s t s of a c e n t r i f u g a l pump t h a t i s d r i v e n by a hydrogen peroxide t u r b i n e constant power (18 hp) d r i v e . The pump s p e c i f i c a t i o n r e q u i r e s a NPSH of approximately 0.1 pound per square inch t o be provided t o prevent c a v i t a t i o n . The d r i v e has a speed l i m i t i n g system t h a t c o n t r o l s t h e t u r b i n e speed by opening and c l o s i n g a valve i n t h e peroxide feed l i n e . I n t h e event t h a t t h e d r i v e speed reaches a predetermined upper l i m i t , t h e peroxide supply v a l v e i s a u t o m a t i c a l l y closed, thereby c u t t i n g o f f a l l power t o t h e t u r bine. The supply valve remains closed as the t u r b i n e c o a s t s down t o a p r e d e t e r mined speed, a t which time t h e valve i s automatically opened a g a i n and peroxide flow i s resumed. This cycling w i l l continue i n d e f i n i t e l y u n t i l normal o p e r a t i o n i s obtained, or u n t i l t h e u n i t i s i n t e n t i o n a l l y s h u t down by command. The f u e l pump i s provided w i t h a v o l u t e bleed l i n e t h a t bypasses l i q u i d hydrogen around t h e i m p e l l e r and permits t h e pump t o o p e r a t e without c a v i t a t i o n during "deadhead" o p e r a t i o n (no flow t o t h e main engines). This b l e e d flow i s accomplished by s l o t t e d openings c a s t i n t o the i m p e l l e r housing on t h e d i s c h a r g e end. The i m p e l l e r housing i s enclosed by a c o l l e c t o r manifold provided w i t h a 1 - i n c h o u t l e t l i n e t h a t has a 13/16-inch o r i f i c e t o meter t h e bypass flow. When t h e pump i s i n s t a l l e d i n t o t h e elbow sump the 1 - i n c h o u t l e t l i n e p r o t r u d e s i n t o a 2-inch sump-mounted bypass l i n e t h a t d i r e c t s t h e bleed flow away from pump i n l e t and back i n t o t h e hydrogen tank. The primary purpose of t h e boost pump i s t o supply l i q u i d hydrogen t o t h e RL10-A3 engines w i t h t h e r e q u i r e d NPSH f o r a l l phases of engine o p e r a t i o n . To guarantee adequate NPSH t o support t h e engine s t a r t t r a n s i e n t , t h e boost pump i s s t a r t e d s e v e r a l seconds i n advance of t h e i n - f l i g h t chilldown ( p r e s t a r t ) and MES. I n t h e p e r i o d between boost-pump s t a r t ( B P S ) and p r e s t a r t , t h e engine i n l e t v a l v e s remain closed, and t h e boost pump a c c e l e r a t e s t o normal speed, where it o p e r a t e s i n a "deadhead1' mode w i t h only t h e small flow through the r e c i r c u l a t i o n l i n e p a s s i n g through t h e pump discharge. This flow has been estimated a t 40 t o 50 g a l l o n s p e r minute during t h e time j u s t p r i o r t o p r e s t a r t . Although t h e pump discharge flow i s only 40 g a l l o n s p e r minute, an a d d i t i o n a l 340 g a l l o n s of l i q u i d hydrogen p e r minute i s r e t u r n e d t o t h e tank by t h e v o l u t e bypass l i n e during the"deadhead" p e r i o d . A t p r e s t a r t , t h e main engine i n l e t valves and cooldown v a l v e s open allowing an a d d i t i o n a l 375 gallons p e r minute t o flow overboard f o r i n - f l i g h t chilldown of t h e main engine pumps. A t MES, t h e cooldown valves c l o s e , t h e main f u e l shut-off valves open and engine s t a r t occurs. For s t e a d y - s t a t e

11

engine operation, the boost pump delivers 1210 gallons per minute to the engines, approximately 50 gallons per minute is returned to the tank by the recirculation line, and approximately 240 gallons per minute is returned to the tank by the volute bypass line. At MECO, the engine inlet valves close, and the boost p m 1 p assumes the deadhead mode of operation. Simultaneous with MFCO, the boost pump is shut down. The inertia of the rotating turbine and pump at shutdown causes the boost pump to continue rotating for several seconds (coastdown time varies, depending on whether or not liquid is retained at the pump inlet during the coast period). The period of boost-pump operation, which is of primary interest as far as propellant behavior is concerned, is the coastdown period following MECO. During this period the pump continues to deliver liquid hydrogen back into the tank by the volute and recirculation lines at flow rates that decrease with turbine speed. This return flow contributes significantly to the disturbances in the liquid hydrogen that must be dissipated prior to venting of the tank. Engine System

A schematic drawing of the engine system plumbing is shown in figure 20. The major components of interest are the following valves:
(1) Fuel pump inlet shutoff valve
(2) Fuel pump interstage cooldown and bleed valve
(3) Fuel pump discharge cooldown and bleed valve

(4) Main fuel shutoff valve

These valves are of primary interest because of the sequencing at engine shutdown, which is illustrated in figure 21. Note that the fuel pump inlet shutoff valve remains open after the main fuel shutoff valve is closed, which permits a short-duration high-pressure surge of hydrogen to backflow through the inlet valve and subsequently back to the tank by the fuel supply ducting and boost pump. The cooldown and bleed valves are opened before the main fuel shutoff valve is fully closed to prevent excessive pressure buildup in the sys. 1 second tem. Similarly, the inlet valve remains fully open for approximately 0 after the main shutoff valve is fully closed. The inlet valve has a closing time of approximately 389 milliseconds (ref. 6 ) .

12

APPENDIX B

CALCUTION OF ENERGY LEVELS Fuel-Boost-Pump Volute Bleed Flow at First E

The flow rate as a function of time for the volute bleed flow may be calculated from the boost-pump headrise data (fig. 22) if it is assumed that the pressure drop across the bleed-line orifice is directly proportional to pump headrise. The flow equation is then

Q =
where

Q K-E or *-K

Q
K

flow rate, gal/min constant of proportionality pump headrise, psi

A P

The flow rate was determined from ground t e s t s to he approximztely 340 gallem per minute at a corresponding headrise of 28 pounds per square inch. With these known initial conditions, the flow rate for any other given headrise can be determined from

where subscript 1 initial known conditions subscript 2 any other conditions

The instantaneous weight flow rate $ (lb/sec) may be calculated from equation (B2) with the appropriate conversion factors. If a constant liquid-hydrogen density of 4.32 pounds per cubic foot is assumed,
= 0.613

033)

The total weight of liquid hydrogen W (pounds mass) through the volute bleed line during the post-MECO coastdown is

13

which r e p r e s e n t s t h e a r e a under t h e curve shown i n f i g u r e 23. from t h e 2-inch-diameter v o l u t e bleed l i n e a t any time i s

The e x i t v e l o c i t y

ve
where V, e x i t velocity, ft/sec

= -=
PA

10.61

instantaneous weight flow r a t e , l b / s e c

p

l i q u i d density, l b / f t

e x i t area of l i n e , f t 2

The incremental k i n e t i c energy a s s o c i a t e d w i t h a given amount of l i q u i d pumped i n a f i n i t e time period i s

1 6W f2 6KE = 2 g av
where

(ft-lb)

6W
Vav

incremental weight of f l u i d pumped, l b mass average e x i t v e l o c i t y of f l u i d w i t h i n f i n i t e time span of i n t e r e s t

Since t h e o u t l e t v e l o c i t y and, t h e r e f o r e , k i n e t i c energy, v a r i e s over a l a r g e range during t h e coastdown, a numerical i n t e g r a t i o n w a s performed by using s m a l l increments of time t o c a l c u l a t e t h e t o t a l k i n e t i c energy i n p u t t o t h e t a n k The headrise curve of f i g u r e 22 and t h e formulas given i n equations (Bl) t o (B6) were used t o c a l c u l a t e t h e t o t a l l i q u i d hydrogen r e t u r n e d t o t h e t a n k and t h e k i n e t i c energy. R e s u l t s show t h a t 2 2 . 7 pounds of l i q u i d hydrogen were r e t u r n e d i n t h e 20-second coastdown p e r i o d with a t o t a l k i n e t i c energy of 1 0 2 f O O t -pounds. Fuel-Recirculation-Line Flow a t F i r s t MECO

The r e c i r c u l a t i o n - l i n e - f l o w has been estimated between 40 and 50 g a l l o n s p e r minute a t a corresponding h e a d r i s e a c r o s s t h e boost pump of 2 8 pounds p e r square i n c h d i f f e r e n t i a l . For t h e purpose of t h e following c a l c u l a t i o n s , t h e lower f i g u r e of 40 g a l l o n s p e r minute w a s used. The r e c i r c u l a t i o n l i n e outs i d e diameter as it e n t e r s t h e t a n k a t s t a t i o n 350 i s 0.625 i n c h w i t h a w a l l t h i c k n e s s o f 0.035 inch, which r e p r e s e n t s a flow a r e a of 0.2415 square inch. The same method and equations developed f o r t h e volute-bleed-flow c a l c u l a t i o n s of the previous s e c t i o n may be u t i l i z e d f o r t h e r e c i r c u l a t i o n - l i n e - f l o w

14

calculations. tions :

Changing t h e necessary constants r e s u l t s i n t h e following equa-

The weight f l o w r a t e as a function of t i m e i s p l o t t e d i n f i g u r e 24. C a l c u l a t e d results t h a t use t h i s d a t a i n d i c a t e a t o t a l of 2.56 pounds of l i q u i d hydrogen r e t u r n e d t o t h e t a n k during t h e 20-second coastdown period, w i t h a t o t a l k i n e t i c energy of 35 foot-pounds. Backflow Through Boost-Pump Inlet
A r i g o r o u s t h e o r e t i c a l a n a l y s i s of t h e a c t u a l k i n e t i c energy l e v e l of t h e f l u i d backflow i n t o t h e tank i s v i r t u a l l y impossible because of t h e many v a r i a b l e s and unknowns involved. However, an estimate w a s obtained by u t i l i z i n g f i l m s taken during low-liquid-level engine shutdowns of s t a t i c t e s t s . A camera w a s l o c a t e d a t t h e t o p of t h e tank s o t h a t a view of t h e boost-pump i n l e t a r e a was obtained. Films from t h r e e s t a t i c t e s t s were analyzed t o e s t a b l i s h an average v e l o c i t y of t h e backflow wave at. shutdom of 31.74 f e e t per secenc?.

It w a s assumed t h a t t h e worst condition e x i s t e d i n which a l l t h e l i q u i d trapped i n t h e f u e l duct between t h e engine i n l e t valves and t h e boost-pump w a s r e t u r n e d t o t h e tank. The t o t a l volume of t h e ducts i s approximately 0.5235 cubic f o o t . Therefore, t h e mass r e t u r n e d t o t h e tank i s

Mass = (

Volume) (Density) - (0.5235 f t 3 ) (4.32 l b / f t 3 ) = 2 Gravity 32.2 f t / s e c

o. 0703 slug

The k i n e t i c energy a s s o c i a t e d with t h e mass of l i q u i d i s

2 K E =1 - W 2 = - (0.0703) (31.74) = 35.15 f t - l b 2 2

Bulkhead Springback The energy a s s o c i a t e d with t h e intermediate bulkhead springback a t MECO w a s c a l c u l a t e d as follows: Assume a l l s t r a i n energy i n t h e bulkhead j u s t p r i o r t o engine c u t o f f i s t r a n s m i t t e d i n t o k i n e t i c energy of t h e f l u i d . Then

15

where

PE KE

p o t e n t i a l energy or s t r a i n energy of bulkhead k i n e t i c energy of f l u i d intermediate bulkhead s p r i n g c o n s t a n t , 2 . O6X1O6 l b / i n . ref. 7) ( c a l c u l a t e d from

K
X

d e f l e c t i o n of intermediate bulkhead due t o a x i a l f o r c e , i n .

The a x i a l f o r c e on t h e bulkhead a t E times t h e a c c e l e r a t i o n :

O i s equal t o t h e mass of l i q u i d hydrogen

Axial f o r c e = F = 1084 l b m a s s LH2 X 2.25 g ' s = 2450 l b

The a x i a l f o r c e i s a l s o

F=KX
or

x
t h e r e f o r e,

= F/K

6X106

= 1.455 i n . - l b = 0.122 f t - l b

4 . 12XlOb

P r o p e l l a n t Sloshing Although a c a r e f u l a n a l y s i s of r a t e gyro d a t a from AC-4 r e v e a l e d t h a t prop e l l a n t sloshing w a s i n s i g n i f i c a n t p r i o r t o main engine c u t o f f , it should not be ignored as a p o t e n t i a l source of d i s t u r b a n c e . For t h e AC-4 Configuration, t h e n a t u r a l frequency of t h e l i q u i d hydrogen would be 4 . 6 r a d i a n s per second with a wave v e l o c i t y , up t h e w a l l , as high as 2 . 5 f e e t per second f o r a 10-degree slosh angle. Propellant s l o s h i n g may have been a problem during t h e low-thrust c o a s t phase of AC-4. The n a t u r a l frequency i n t h e l i q u i d hydrogen t a n k under 4 pounds of t h r u s t would be 0.053 r a d i a n p e r second, w i t h a p e r i o d of approximately 120 seconds. Sloshing during t h e c o a s t phase could not be d e t e c t e d because of t h e l a r g e number of energy i n p u t s t o t h e t a n k and t h e r e s u l t i n g disturbances ( r e f s . 8 and 9 ) .

16

Thermal Boundary Layer Energy During ground hold and powered f l i g h t , thermal convective c u r r e n t s are est a b l i s h e d i n t h e boundary l a y e r due t o environmental h e a t i n g . When t h e v e h i c l e a c c e l e r a t i o n i s suddenly reduced a t MECO, it i s b e l i e v e d t h a t t h e boundary l a y e r would continue t o move forward a g a i n s t a weak a c c e l e r a t i o n f i e l d . To e s t a b l i s h t h e upper l i m i t of t h e k i n e t i c energy content t h e following equations from r e f erence 10 were u t i l i z e d . It w a s assumed t h a t t h e boundary l a y e r w i t h i n t h e Centaur f u e l t a n k would be equivalent t o t h a t of a f l a t p l a t e :

= 5.7826

(K)

gpqw 5/14

($-)

4/21

(2.2442 + Pr2 / 3 ) 5 / 1 4

where
U

l o c a l v e l o c i t y i n boundary l a y e r , f t / s e c e q u i v a l e n t f r e e stream v e l o c i t y , f t / s e c h o r i z o n t a l d i s t a n c e from t a n k w a l l , f t boundary-layer t h i c k n e s s , f t v e r t i c a l d i s t a n c e i n tank, f t acceleration, ft/sec 2 volumetric c o e f f i c i e n t of thermal expansion, R ' / 1

Y
6 X
g

P
q W
C

u n i t area heat f l u x a t tank w a l l , Btu/(ft 2 ) ( s e e )

s p e c i f i c h e a t , Btu/( lb) (%) f l u i d mass d e n s i t y a t bulk f l u i d condition, l b / f t 3

pB

17

Pr

Prandtl number kinematic vis cosity

, ft2/s ec

Figures 25 and 26 were plotted by using the preceding equations for the conditions existing in the Centaur fuel tank at MECO. The following values were used in establishing these curves:
g

= 2.25 X 32.2 ft/sec2 = 72.5 ft/sec 2 = 0.0106/0R

j 3

qw = 0.029 Btu/(sec) ( f t ' ) C

PB
= 1.5 Btu/(lb)

(9)

= 4.3 lb mass/ft 3

Pr = assumed unity

= 1.93X10-6 ft2/sec

Utilizing these two curves and a liquid depth at MECO of 5.5 feet results in a boundary-layer thickness of 1.9 inches at the liquid-vapor interface and a corresponding boundary-layer velocity of 0.92 feet per second. The average boundary-layer thickness is 1.34 inches. Using the average boundary-layer thickness and the maximum boundary layer velocity results in

Mass in boundary layer:

Mass = ( Density) (Volume) Gravity ft)(5.5 32.2 ft) (31.4 ft)

(4.3 lb/ft3)(0.112

= 2.58 slugs

Kinetic energy:
KE = 1 (Mass)(Velocity)'

2
=

1 (2.58)(0.92)
2

= 1-07ft-lb

18

REFERENCES
1. P e t r a s h , Donald A.; Zappa, Robert F.; and Otto, Edward W. : Experimental Study of t h e E f f e c t s of Weightlessness on t h e Configuration of Mercury and Alcohol i n S p h e r i c a l Tanks. NASA TN D-1197, 1962.

,
I
~

2 . P e t r a s h , Donald A.; Nelson, Thomas M.; and Otto, Edward W. : E f f e c t of Surf a c e Energy on t h e Liquid-Vapor I n t e r f a c e Configuration During Weightl e s s n e s s . NASA TN D-1582, 1963.
3. Wallner, Lewis E.; and Nakanishi, Shigeo: Zero G r a v i t y . NASA T M X-723, 1963.

A Study of Liquid Hydrogen i n

4. P e t r a s h , Donald A.; Kussle, Ralph C . ; a n d Otto, Edward W.: E f f e c t of Cont a c t Angle and Tank Geometry on t h e Configuration of t h e Liquid-Vapor I n t e r f a c e During Weightlessness. NASA TN D-2075, 1963.
5. Knoll, Richard H.; Smolak, George R.; and Nunamaker, Robert R . : Weightl e s s n e s s Experiments w i t h Liquid Hydrogen i n Aerobee Sounding Rockets; M X-484, 1962. Uniform Radiant Heat Addition - F l i g h t 1. NASA T

6 . Anon.: Design Report f o r RLlOA-3 Rocket Engine. Fratt and Whitney A i r c r a f t , Jan. 31, 1964.
7 . Pinson, L a r r y D . :

Rept. No. P W A FR-324C,

Longitudinal S p r i n g Constants for Liquid P r o p e l l a n t Tanks w i t h E l l i p s o i d a l Ends. NASA T I V D-2220, 1964.

8 . Bauer, Helmut F . : F l u i d O s c i l l a t i o n s i n t h e Containers of a Space Vehicle and Their I n f l u e n c e Upon S t a b i l i t y . N A S A TR R-187, 1964. 9 . S m e r , I r v i n g E. ; Stofan, Andrew J.; and Shramo, Daniel L. : Experimental S l o s h i n g C h a r a c t e r i s t i c s and a Mechanical Analogy of Liquid Sloshing i n a Scale-Model Centaur L i q u i d Oxygen Tank. NASA TM X-999, 1964.
10. A r n e t t , R . W.; and M i l l h i s e r , D. R . : AMethod f o r Analyzing Thermal S t r a t i f i c a t i o n and S e l f - P r e s s u r i z a t i o n i n a F l u i d Container. Rept. No. 8777, NBS, Apr. 1965.

19

CA620T CA623T CA626T CA537T CA540T CAM3T CAWT CA549T CA552T CA555T CA602T

284 291 297 302 310 318 326 334 342 351 360

CA609T CA612T CA615T CA618T CA621T CA624T CA627T CA538T CAMlT CAmT CA547T CA550T CA553T CA556T CA603T

248 259 269 278 286 293 299

CA622T CA625T CA628T CA539T CA542T CA545T CA548T CA551T CA554T CA557T CA604T

288 295 301 306 314 322 330 338 346 355

304
312 320 328 336

364

344
353 363

Stat ion Quadrant CA708T CA496T

465 465

I1
IV

Figure 1 . - AC-4 hydrogen tank external skin temperature measurements.

20

d r A 4I )
gravity
.__.

Positive

c-1,

c-$1
P-I

LA-^

. I op view

1 P ;

\ROII

rotation

(rPositive pitch

// rotation
-x, 180" -Pitch axis

+
Yaw axis -y# 270"

Positive yaw rotation Rear view

Figure 2 . - Location of attitude control and propellant settling engines.

21

-. 53

.53
(a) Yaw rate signal low range. 8.51

3 8 : U
v i
al c
L m

0 c .c

m
m c

-8.51
(b) Yaw rate signal high range.

.al
U
0,

12.76

AZ

-12.77

420

-4. 20
572.8 Time from lift-off, sec (d) Roll rate signal high range Figure 3.

- AC-4 vehicle rotational rates during coast.

22

(9) Longitudinal acceleration.

572.8 Time from lift-off, sec

(h) Longitudinal acceleration fine range.

800

Figure 3. - Concluded.

23

@
y-y axis A-4 A-1

x-x axis

A-3 P -2 Engine location; view looking forward

P-1 I I I I I I I I I I P-2 A-1 I I I I I I I I A-2 I I I m i I 111 1111I1 1 1imii I I 11 I111 I I I I I II II I I I I I11 II I I I I I I II I I I I I I I -I A-3 A-4 I mYIH I I I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I l l 1 I 1 I 1 I I I I 1 1 1 1 1 I I I I I I l l I I I I I I I

20

40

60

80

1 0 0

120

1 4 0

160

180

Time from first MECO, Sec Figure 4. - Hydrogen peroxide engine commands.

Disturbance

>

Attitude control engines

Time, sec Figure 5. - Typical yaw rate gyro signal.

24

Station

CA605TCA608TCA611TCA614TCA617TCA620T CA623T CA626T CA537T CA540T CA543T CA546T CA549T CA552T CA555T CA602T(a) Positive y-axis.

230
CA606TCA609T CA612T CA615T CA618T CA621T CA624T CA627T CA538T CA541T CA544T CA547T CASSOT CA553T CA556T -CA603T -

240
250

260
270

280
290

300
310

320
330

340
350

360
370

Mo

400

600

800

loo0 1200 1400 Time from lift-off, sec

(b) Positive x-axis.

1600

1800

2000

2200

Figure 6. - Liquid-hydrogen tank wall liquid indication.

25

-:.
Sensor Station

CA608T CA6lOT
-

CA613T CA616T CA619T CA622T CA625T CA628T CA539T CAM2T CA545T CA548T CA551T CA5MT CA557T -

CA6MT Time from lift-off, sec

(c) Negative y-axis.

Figure 6 . - Concluded.
' 1 1

' Temperature Station

550

560

570 580 590 Time from lift-off, sec

600

610

Figure 7. - Temperature history near main engine cutoff. Forward bulkhead area.

,-Possible orward motion due to

liquid slosh existing at

, MECO (not prevalent on AC-4)

r R e c i r c u l a t i o n - l i n e flow

Backflow from ducts

, r

Boost-pump-volute bleed line, 2-in. diam.

line, 0.625-in. diam.

Figure 8. - Residual liquid-hydrogen motion after main engine cutoff for AC-4 flight.

27

-.53

.53

(a) Yaw rate signal low.

8.51

-8.51

lb) Yaw rate signal high.

ii. 76

-12.77

(c) Pitch rate signal high.

4. M

-4. 20

800

840

1032

Time from lift-off, sec

(d) Roll rate signal high.

Figure 9.

- AC-4 vehicle rotational rates during Coast.

28

.-

. . .

r -r -

I \ I I ~ ~ II

II

-. 005

,005
(g) Longitudinal acceleration

,0005

-. 0005
Time from lift-off, sec (h) Longitudinal acceleration fine. Figure 9. - Concluded.

1032

29

.a
.4

.E
01
U

-.4
4

ai

2
1

a l

0 840

850

860

870

880

890 900 910 Time from lift-off, Sec

920

930

940

950

960

Figure 10. - Coast-phase vent and vehicle instability.

~~~

l
.

Venturi temperature,

rUllaqe temperature

30

4 Lock and burp

2
flow rate-. G H I ~
I 1

\
-r r

0 1200

1300

1400

1500

1600 1700 Time from lift-off, sec

I -C 1 m .:

1800

1 i-* i
1

: ,

, rh-

1900

2M)o 2M)o

2100 2100

Figure 12. - Coast-phase venting and vehicle yaw rate.

12. 76

\ A

I1

m
0 c

- 12. 77
4.20

l l l l l l l l l l l
(a) Pitch rate signal high.

e a .c
V

>
I

0)

1\11

\ I /

I Y I

\V

-4.2011 1248

I I 1 1 1298 1 1 I I W 1 9 I
Figure 13.

1\11

1 - 1

111
1398

1 I I 1 1

1 1 1

1478

Time from lift-off, sec

(b) Roll rate signal high.

- AC-4 vehicle rotational rates d u r i n g coast.

31

Time from lift-off, sec Figure 14. - AC-4 liquid-oxygen and liquid-hydroyen ullage temperatures.

Time from lift-off, sec Figure 15. - Hydrogen tank pressure and boost-pump performance at second main engine start

32

4Luwm-f

Figure 16.

- AC-4

liquid-oxygen and liquid-hydrogen tank pressures.

33

Payload (spacecrafth -Jettisonable nose fairing -Jettisonable insulation panel Azusa antenna---Electronic and guidance packages --LH2 tank

)g'"-Centaur

stage

Bt

LOX tank

-Interstage adapter Austainer '-LOX 'rAtlas stage tank

i!; jf;;;;;;
Sustainer,,-Booster Boosters (b) Overall view. Figure 17. - Atlas-Centaur vehicle. (a) General arrangement.

r F u e l tank
/

,-Vernier
<

j&
IV I I

Ire

5;

...
temper at ur e CF48T Figure 18.

- AC-4

nonpropulsive vent system.

34

,,-Line, Station 350 -

0.625 in. by 0.035 in.

4 vehicle
Volute bleed line, 2-in. diam-.,

Liquid hydrogen

,-Line, ,-Duct

1 in. by 0.035 in.

recirculation line

,-Liquid-hydrogen sump

---Branch

line,

Cavitating venturi Figure 19. - Centaur liquid-hydrogen supply system.

35

Oxidizer inlet shutoff valve?

\
-Gearbox

Oxidizer flow control valve

Fuel pump interstage c o o l d w n and bleed valve7

rTurbine Fuel inlet sh

I )

Fuel-pump discharge c o o l h n and bleed valve Figure 20. - RLlOA-3 propellant flow schematic drawing.

o
M a i n fuel shut-off valve

E s s s
69

c
0 C

oc
Discharge c o o l d w n and bleed valve Interstage cooldown and bleed valve Fuel inlet shut-off valve

Fullyopen Fully closed

o c

E 3
0
-S h u t d w n signal I I I 0 .1 .2 .3 Time from s h u t d w n , sec

1
.4

Figure 21. - Valve sequence at engine shutdown for RL10-A3 fuel system.

36

Figure 22. - Fuel-boost-pump headrise as function of time for postmain engine cutoff coastdwn.

.
U

a v) l

P
c m L

0 -

B v n
c
a al l

3 8

Time from main engine cutoff, sec Figure 23. - Fuel-boost-pump volute-bleed flw rate as a function of time for post-main engine cutoff coastdown.

37

.5

g .4 . e
YI
c

E
a l

B
L

*3

m .u
L U

c .c .0 .2 c
2

0 ,

.I

0
Time from main engine cutoff, sec Figure 24. - Fuel-recirculation-line f l w rate as function of time for post-main engine cutoff coastdown.

Distance from tank bottom, f t Figure 25. - Boundary-layer thickness and maximum velocity as function of distance from tank bottom.

33

v,

Local velocity in boundary layer g Equivalent free-stream velocity U Figure 26. - Boundary-layer velocity as function of distance from tank wall.

E- 3095

NASA-Langley, 1965

39

1 ne aeronauiirai aiid pace aciiidiies of ihe iTnireri Sinies ~haii be c a n d u r t ~ dIO AI 0 c a n t r i b r , ~.~. . !n the ~ x p a ? z s i e ? of hu.mri~h ~ n d . . . edge ui ~ h e r i u ~ r i ~irL iia ihe air,vuJpbrw and Jpate. 1 ~e Aumri:nirairvi: shdl procide for the u;ide.it prriitiiablr aid appropTiate dissevziiiatlon of information coiirerniiig its artiiities and the resiilts thereof.
.I

, , -7

. I

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