#cryogenic liquid propulsion engines

[techninja]

Hydrogen Rockets: The Key to Sustainable Space Exploration

Introduction to Hydrogen Rocket Engine

In the realm of space exploration, the quest for efficient propulsion systems has led to the development and utilization of hydrogen rocket engines. These engines harness the power of hydrogen, the most abundant element in the universe, to propel spacecraft into the cosmos with remarkable efficiency and power.

History of Hydrogen Rocket Engine Development

The concept of using hydrogen as a propellant dates back to the early days of rocketry. However, it wasn't until the mid-20th century that significant advancements were made in the development of hydrogen rocket engines. Pioneering work by scientists and engineers paved the way for the modern hydrogen propulsion systems we see today.

How Hydrogen Rocket Engines Work

Fuel Combustion Process

Hydrogen rocket engines operate on the principle of combustion. Liquid hydrogen is combined with liquid oxygen in a combustion chamber, where it undergoes a controlled explosion. This rapid combustion generates intense heat and pressure, producing a powerful stream of hot gases.

Thrust Generation

The expulsion of these hot gases through a nozzle at the rear of the rocket creates thrust according to Newton's third law of motion. This thrust propels the rocket forward, overcoming the forces of gravity and atmospheric resistance.

Advantages of Hydrogen Rocket Engines

Hydrogen rocket engines offer several key advantages over conventional propulsion systems:

High Efficiency: Hydrogen boasts one of the highest specific impulse values among rocket propellants, making it extremely efficient in terms of thrust per unit of propellant mass.

Clean Combustion: The combustion of hydrogen with oxygen produces water vapor as a byproduct, resulting in cleaner emissions compared to traditional rocket fuels.

Abundant Resource: Hydrogen is abundant in the universe, making it a sustainable and readily available resource for space exploration endeavors.

Challenges and Limitations

Despite its many advantages, hydrogen rocket technology also faces significant challenges and limitations.

Cryogenic Storage

One of the primary challenges associated with hydrogen rocket engines is the need for cryogenic storage. Liquid hydrogen must be kept at extremely low temperatures to remain in a liquid state, requiring specialized storage and handling systems.

Cost and Infrastructure

The infrastructure required to produce, store, and transport liquid hydrogen adds to the overall cost of hydrogen rocket technology. Additionally, the development of hydrogen propulsion systems necessitates substantial investments in research and development.

Applications of Hydrogen Rocket Engines

Hydrogen rocket engines find a wide range of applications in space exploration and satellite deployment missions.

Space Exploration

Hydrogen-powered rockets enable spacecraft to travel vast distances across the solar system, facilitating missions to explore distant planets, moons, and celestial bodies.

Satellite Deployment

The high efficiency and reliability of hydrogen rocket engines make them ideal for launching satellites into orbit around the Earth and beyond.

Comparison with Traditional Rocket Engines

Compared to traditional rocket engines fueled by kerosene or solid propellants, hydrogen rocket engines offer superior performance and environmental benefits. They deliver higher specific impulse and produce cleaner emissions, contributing to a more sustainable approach to space exploration.

Environmental Impact and Sustainability

The environmental impact of hydrogen rocket engines is relatively minimal compared to conventional propulsion systems. The use of hydrogen as a fuel results in cleaner combustion and reduced greenhouse gas emissions, aligning with efforts to mitigate the environmental footprint of space exploration activities.

Future Prospects and Developments

As technology advances and our understanding of hydrogen propulsion deepens, the future holds great promise for hydrogen rocket engines. Ongoing research and development efforts aim to enhance efficiency, reduce costs, and overcome existing limitations, paving the way for new frontiers in space exploration.

Conclusion

Hydrogen rocket engines represent a cornerstone of modern space exploration, offering unparalleled efficiency, reliability, and environmental sustainability. While challenges remain, ongoing advancements in technology and infrastructure continue to expand the horizons of human spaceflight and scientific discovery.

FAQs

Are hydrogen rocket engines more powerful than traditional rocket engines? Hydrogen rocket engines typically offer higher specific impulse values, making them more efficient in terms of thrust per unit of propellant mass.

What are the main challenges associated with hydrogen rocket technology? Cryogenic storage and infrastructure costs are among the primary challenges facing hydrogen rocket technology.

What are the environmental benefits of hydrogen rocket engines? Hydrogen combustion produces cleaner emissions compared to traditional rocket fuels, contributing to reduced environmental impact.

What are the primary applications of hydrogen rocket engines? Hydrogen rocket engines are used in space exploration missions and satellite deployment operations.

What does the future hold for hydrogen rocket technology? Ongoing research and development efforts aim to improve efficiency, reduce costs, and expand the capabilities of hydrogen rocket engines.

[spacetimewithstuartgary]

Promising early tests for variable-thrust landing engine

As part of ESA's Future Launchers Preparatory Program (FLPP), the first phase of hot-fire tests has been completed on a new, variable-thrust rocket engine in Warsaw, Poland. The engine is being developed by a Polish consortium investigating new designs for propellant valves and injectors that can vary the thrust of rocket engines powered by more sustainable and storable propellants. Such engines have great potential for use in future space missions and reusable rockets.

The new engine is called the Throttleable Liquid Propulsion Demonstrator (TLPD), it is now being dismounted and inspected, with the results being analyzed at the site of prime contractor Łukasiewicz Research Network—Institute of Aviation (Lukasiewicz-ILOT) in Poland, with partners Astronika and Jakusz SpaceTech, before the next phase of testing begins.

Liquid propellants that last

The throttleable engine includes a newly designed fuel injector and control valves. With a thrust of 5kN (compared to the Ariane 6 upper stage engine's thrust of 180 kN), the TLPD engine is perfect for the upper stage of smaller rockets, for in-space vehicles, for launcher kick-stages and exploration missions. The ability to modify its thrust makes it also very interesting for landing spacecraft on Earth, the moon and beyond.

The new rocket engine is powered by storable propellants hydrogen peroxide and ethanol, which are safer and less toxic than others currently in use (such as hydrazine and nitrogen tetroxide). Compared to cryogenic propellants, like liquid oxygen and hydrogen, storable propellants require no active cooling measures and will not diminish between subsequent engine firings.

Rocket engines powered by storable propellants can have long lifetimes in space and are easy to reliably and repeatedly ignite during missions that last many months. Cryogenic propellants also require energy to begin combustion, provided by an "igniter," whereas the TLPD propellants ignite upon contact with each other, making the engine simpler and more reliable. % buffered

At heart: New electronically controlled valves and fuel injector

The main goal of the current throttleable engine project is to test a newly developed system of valves and a movable "pintle" injector—a type of propellant injector used in "bipropellant" rocket engines—all commanded by an electronic control system.

The valves ensure the appropriate rate of propellant flows into the combustion chamber—the higher the rate, the greater the thrust. The fuel injector mixes the two propellants (the ethanol fuel and hydrogen peroxide oxidizer) while they are injected at high pressure into the chamber, maintaining stable combustion as their rate varies coming through the valves. All of this ensures an efficient and controlled combustion process can take place.

New variable engine undergoes dynamic testing. Credit: Łukasiewicz Research Network—Institute of Aviation (Lukasiewicz-ILOT)

Next: Going full throttle

The TLPD engine has been designed to be throttled down to 20% and up to 110% of its optimal level of thrust. Such "deep" throttling, i.e., the ability to really vary the engine's power, is necessary for landing rocket stages on Earth, or spacecraft on the moon or other planetary bodies.

The hot fire tests just completed in Phase A were originally planned to be purely static, testing the engine's ability to fire at a constant rate. The engine was fired 17 times for up to 10 seconds, while the amount of fuel and oxidizer flowing in was kept constant.

The initial results were so promising that teams decided to move onto the next phase earlier than planned—dynamic throttling. The engine was fired up twice again, each time for 15 seconds, during which the thrust was varied down to 20% and up to 80% of its optimal level.

Once the results have been analyzed, the TLPD engine will be remounted and the full scope of planned dynamic tests will begin, with even longer firing durations. This set of tests is expected to start in October and will really put the "throttleability" of the engine to the test.

ESA's Future Launchers Preparatory Program and Lukasiewicz-ILOT are now in discussions about continuing the project, building on these test results and working towards the design of an overall throttleable flight engine.

TOP IMAGE: Throttleable Liquid Propulsion Demonstrator. Credit: Łukasiewicz Research Network—Institute of Aviation (Lukasiewicz-ILOT)

[omshinde5145]

Hydrogen Rocket Engine Market Development and Future Demand Analysis Report 2030

The aerospace industry is entering a revolutionary phase, with the Hydrogen Rocket Engine Market emerging as a crucial driver of future space exploration. As countries and private companies aim to push the boundaries of space travel, the demand for advanced propulsion systems is growing exponentially. Among these, hydrogen-powered rocket engines are gaining significant attention due to their efficiency, environmental sustainability, and potential to fuel long-distance space missions.

Hydrogen rocket engines use liquid hydrogen (LH2) as fuel, combined with an oxidizer, typically liquid oxygen (LOX), to produce thrust. When these two elements combust, they create a high-velocity exhaust that propels the rocket forward. What makes hydrogen-based engines unique is their high specific impulse, meaning they provide more thrust per unit of propellant compared to other types of rocket engines, such as those powered by kerosene or solid fuel.

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Market Drivers: Efficiency and Sustainability

One of the main reasons for the growing interest in hydrogen rocket engines is their energy efficiency. Liquid hydrogen provides one of the highest energy-to-mass ratios among rocket fuels, enabling longer missions with less fuel. This makes hydrogen engines ideal for deep-space exploration missions, including trips to the Moon, Mars, and beyond.

Moreover, hydrogen combustion primarily produces water vapor as a byproduct, making these engines more environmentally friendly compared to traditional carbon-based rocket fuels. As environmental concerns continue to shape aerospace policies, the adoption of cleaner propulsion technologies like hydrogen engines is likely to accelerate.

Key Market Segments and Applications

Type of Engine: Liquid Hydrogen-Liquid Oxygen (LH2/LOX) engines and hybrid engines.

Application: Manned space missions, satellite launches, cargo transport, and planetary exploration.

End Users: Government space agencies (NASA, ESA), private aerospace companies (SpaceX, Blue Origin), and emerging space programs in developing nations.

In particular, the commercial space sector is experiencing rapid growth, driven by ventures like SpaceX, Blue Origin, and Rocket Lab, all of which are investing in hydrogen engine technology to lower costs and improve mission capabilities.

Challenges Facing the Hydrogen Rocket Engine Market

Despite its promise, the hydrogen rocket engine market faces several challenges:

Cost: Producing, storing, and transporting liquid hydrogen requires advanced infrastructure and technologies, which are costly and complex. However, ongoing research is focused on reducing these costs.

Storage and Handling: Hydrogen, particularly in liquid form, needs to be stored at extremely low temperatures (-253°C), posing engineering challenges. Special cryogenic tanks and insulation materials are required, which add to the weight and cost of spacecraft.

Infrastructure: The current aerospace infrastructure is not fully equipped to handle large-scale hydrogen refueling, though companies and governments are working to develop hydrogen-based fueling systems.

Key Players in the Hydrogen Rocket Engine Market

Several aerospace giants and startups are currently leading the hydrogen rocket engine market:

NASA has been a pioneer in using liquid hydrogen in rocket engines, with its RS-25 engines (used in the Space Shuttle program) and the Space Launch System (SLS) being key examples.

SpaceX is exploring hydrogen as a potential fuel for future Mars missions, though it primarily focuses on methane engines currently.

Blue Origin’s BE-3 engine uses liquid hydrogen, demonstrating its potential for future human spaceflight missions.

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Future Prospects and Opportunities

The global demand for sustainable and efficient propulsion systems is expected to drive the hydrogen rocket engine market's growth over the next decade. As companies and space agencies continue to innovate, there is potential for significant advancements in cryogenic technologies, fuel efficiency, and space infrastructure to support hydrogen-based missions.

Additionally, the growing interest in space tourism and interplanetary exploration will likely expand the market for hydrogen engines. Private companies and space agencies alike are keen on reducing the cost of access to space, and hydrogen engines, with their superior performance and long-term sustainability, are at the forefront of this new space age.

Conclusion

The hydrogen rocket engine market represents a critical innovation in the aerospace industry, with the potential to revolutionize space exploration and transportation. As the technology advances and infrastructure challenges are addressed, hydrogen engines will likely play a leading role in propelling humanity toward deeper exploration of the solar system and beyond.

With environmental sustainability becoming a key focus and the continued push for cost-effective space missions, the hydrogen rocket engine market is poised for substantial growth in the coming years.

[martin-james2121]

Agnibaan Test Mission Postponed by Agnikul Just Before Launch

For the third consecutive time, Agnikul, a pioneering private aerospace firm, has postponed the inaugural test launch of its Agnibaan SOrTeD rocket, due to technical challenges as the primary reason for the delay. The planned launch from India's first private launchpad, ALP-01, situated at the Satish Dhawan Space Centre in Sriharikota, was abruptly halted just moments before liftoff.

The SOrTeD mission, an abbreviation for Sub Orbital Technology Demonstrator, entails showcasing a single-stage launch vehicle propelled by a semi-cryogenic engine known as the Agnilet. Developed domestically, this engine employs a sub-cooled liquid oxygen-based propulsion system, marking a significant technological leap for India's aerospace industry.

Initially slated for Saturday, the test launch was rescheduled for Sunday as the aerospace company undertook attentive pre-launch checks, uncovering unforeseen technical issues that necessitated further investigation and resolution.

Originating from IIT-Madras, the rocket manufacturer refrained from providing any specific explanations for the postponement of the Agnibaan launch when it was initially postponed in March, leaving industry observers speculating about the underlying challenges.

1.  A Revised Date

As of now, Agnikul has not disclosed a revised launch date for Agnibaan, a versatile two-stage launch vehicle designed to accommodate payloads of up to 300 kg into an orbit approximately 700 km above Earth.

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[spacenutspod]

All the major structures that will form the core stage for NASA’s SLS (Space Launch System) rocket for the agency’s Artemis III mission are structurally complete. Technicians finished welding the 51-foot liquid oxygen tank structure, left, inside the Vertical Assembly Building at NASA’s Michoud Assembly Facility in New Orleans Jan. 8. The liquid hydrogen tank, right, completed internal cleaning Nov. 14. NASA/Michael DeMocker As NASA works to develop all the systems needed to return astronauts to the Moon under its Artemis campaign for the benefit of all, the SLS (Space Launch System) rocket will be responsible for launching astronauts on their journey. With the liquid oxygen tank now fully welded, all of the major structures that will form the core stage for the SLS rocket for the agency’s Artemis III mission are ready for additional outfitting. The hardware will be a part of the rocket used for the first of the Artemis missions planning to land astronauts on the Moon’s surface near the lunar South Pole. Technicians finished welding the 51-foot liquid oxygen tank structure inside the Vertical Assembly Building at NASA’s Michoud Assembly Facility in New Orleans Jan. 8. The mega rocket’s other giant propellant tank – the liquid hydrogen tank – is already one fully welded structure. NASA and Boeing, the SLS core stage lead contractor, are currently priming the tank  in another cell within the Vertical Assembly Building area called the Building 131 cryogenic tank thermal protection system and primer application complex. It completed internal cleaning Nov. 14. Manufacturing hardware is a multi-step process that includes welding, washing, and, later, outfitting hardware.The internal cleaning process is similar to a shower to ensure contaminants do not find their way into the stage’s complex propulsion and engine systems prior to priming. Once internal cleaning is complete, primer is applied to the external portions of the tank’s barrel section and domes by an automated robotic tool. Following primer, technicians apply a foam-based thermal protection system to shield it from the extreme temperatures it will face during launch and flight while also regulating the super-chilled propellant within. “NASA and its partners are processing major hardware elements at Michoud for several SLS rockets in parallel to support the agency’s Artemis campaign,” said Chad Bryant, acting manager of the Stages Office for NASA’s SLS Program. “With the Artemis II core stage nearing completion, the major structural elements of the SLS core stage for Artemis III will advance through production on the factory floor.” The two massive propellant tanks for the rocket collectively hold more than 733,000 gallons of super-chilled propellant. The propellant powers the four RS-25 engines and must stay extremely cold to remain liquid. The core stage, along with the RS-25 engines, will produce two million pounds of thrust to help launch NASA’s Orion spacecraft, astronauts, and supplies beyond Earth’s orbit and to the lunar surface for Artemis III. SLS is the only rocket that can send Orion, astronauts, and supplies to the Moon in a single launch. Through Artemis, NASA will send astronauts—including the first woman, first person of color, and first international partner astronaut—to explore the Moon for scientific discovery, economic benefits, and to build the foundation for crewed mission to Mars. SLS is part of NASA’s backbone for deep space exploration, along with the Orion spacecraft, exploration ground systems, advanced spacesuits and rovers, Gateway, and human landing systems. For more on SLS, visit: https://www.nasa.gov/humans-in-space/space-launch-system/ News Media Contact Corinne BeckingerMarshall Space Flight Center, Huntsville, Ala.256.544.0034corinne.m.beckinger@nasa.gov

[sonali2345]

Innovations Afloat: Propelling the Future of LNG Carrier Technology

LNG Carrier Market: Navigating the Global Gas Transport Landscape 

Introduction: An LNG (Liquid Natural Gas) carrier is purpose-built for transporting liquefied natural gas in its cryogenic tanks. Through a cooling process, natural gas is transformed into liquid form at extremely low temperatures, typically around −163°C (−261°F). These vessels function as massive thermoses, maintaining the gas in its liquid state during transportation. Equipped with advanced propulsion systems and safety features, LNG carriers play a pivotal role in the global energy transportation sector. 

Request Sample Report : https://www.alliedmarketresearch.com/request-toc-and-sample/9672  

Impact of COVID-19: The COVID-19 pandemic has significantly impacted the LNG carrier market. Plummeting fuel prices have affected LNG producers, disrupting the market. Restrictions on national and international transport have hampered the operations of LNG carriers. This scenario poses challenges that the industry must overcome to regain stability and growth. 

Top Influencing Factors: Market Dynamics, Trends, Drivers, and Impact Analysis: The surge in global population has heightened the demand for natural gas as a fuel source, driving the growth of the LNG carrier market. Considered a safe and convenient energy form, LNG is witnessing increased demand due to governmental regulations aimed at emission reduction. Asia-Pacific is anticipated to lead the market, driven by growing LNG demand in countries like India, China, and Japan. In North America, onshore and offshore activities contribute to market growth, while Europe experiences steady growth with increased exploration for natural gas deposits. 

Key Benefits of the Report: 

Analytical Insight: 

In-depth analysis of the LNG carrier market's current trends and future projections. 

Market Drivers and Constraints: 

Identification of key drivers, restraints, and opportunities, offering strategic insights. 

Quantitative Market Analysis: 

Quantitative analysis from 2020 to 2027 to highlight growth scenarios. 

Competitive Analysis: 

Porter’s five forces analysis illustrating buyer and supplier potency. 

Detailed competitive intensity analysis for informed decision-making. 

Request for Customization of This Report at : https://www.alliedmarketresearch.com/request-for-customization/9672  

LNG Carrier Market: Global Opportunity Analysis and Industry Forecast, 2020–2027 Report Highlights: 

By Containment Type: 

Moss Type 

Membrane Type 

GTT Technology 

96 System (Gaz Transport System) 

Mark III System (Technigaz System) 

By Storage Capacity: 

Under 120,000 cubic meters 

120,000-160,000 cubic meters 

Above 160,000 cubic meters 

𝐄𝐧𝐪𝐮𝐢𝐫𝐲 𝐁𝐞𝐟𝐨𝐫𝐞 𝐁𝐮𝐲𝐢𝐧𝐠:  https://www.alliedmarketresearch.com/purchase-enquiry/9672

By Region: 

North America (U.S., Canada) 

Europe (Germany, UK, France, Rest of Europe) 

Asia-Pacific (China, Japan, India, Rest of Asia-Pacific) 

Latin America (Brazil, Mexico, Rest of LATAM) 

The Middle East 

Africa 

Key Market Players: 

Royal Dutch Shell Plc. 

Mitsui O.S.K. Lines, Ltd. (MOL) 

Dynagas Ltd 

STX Offshore & Shipbuilding Co. Ltd. 

GasLog Ltd 

China State Shipbuilding Corporation 

Daewoo Shipbuilding and Marine Engineering (DSME) 

Hyundai Heavy Industries Co. 

Mitsubishi Heavy Industries 

Kawasaki Heavy Industries 

Samsung Heavy Industries 

[jcmarchi]

Cryofuels Come Under Pressure - Technology Org

New Post has been published on https://thedigitalinsider.com/cryofuels-come-under-pressure-technology-org/

Cryofuels Come Under Pressure - Technology Org

A carbon composite tank developed for NASA enables the move from fossil fuels to cryofuels.

Replacing jet fuel with hydrogen would be good for business and the environment. Hydrogen generates no carbon emissions and packs three times the energy per pound of hydrocarbon fuel, but there are some problems.

One of the biggest is that current airplane fuel tanks can’t safely hold hydrogen. A solution is the carbon-fiber Blended Hybrid Laminate (BHL) cryotank developed by Gloyer-Taylor Laboratories (GTL) Inc. of Tullahoma, Tennessee.

Landing on a lunar surface is risky, and making the craft as light as possible is only one of many requirements. The mid-sized lander concept in this illustration, which would deliver a rover to the polar regions of the Moon, could benefit from a lightweight carbon composite cryofuel tank developed by Gloyer-Taylor Laboratories. Image credit: NASA

While NASA is testing it to carry cryofuels – particularly liquid oxygen – into space, a commercial airline is interested in the fact that the BHL can hold ultra-cold fuels without developing the microcracks that shorten the lifespan of other carbon composite tanks.

Hydrogen has one of the lowest boiling points of any element, meaning its liquid form must be kept extremely cold, or it needs to be kept under remarkably high pressure.

That requires a strong tank, usually made of steel or aluminum. Paul Gloyer, president of GTL, said breakthroughs in the use of carbon fiber and resin to wrap tanks have made them lighter than equivalent metal tanks. He wanted them to be even lighter.

A proprietary combination of materials and a manufacturing process developed by the company has produced a new type of carbon composite tank for cryofuel storage with walls thinner than a business card. Gloyer describes the BHL cryotank as a “stiff balloon.”

This unique carbon composite tank for cryofuels developed by Gloyer-Taylor Laboratories with NASA support is lightweight, making it ideal for aviation. And it’s designed to hold cryogenic fuels under extreme pressure, so it can be used to hold hydrogen and replace fossil fuels, eliminating greenhouse gas emissions. Image credit: Gloyer-Taylor Laboratories Inc.

It can withstand repeated cycles of pressurization and thermal changes that occur as the cryofuel tank is filled and emptied without developing the microcracks that result in dangerous leaks in other carbon tanks. The flexible nature of the material and thin construction mean the tank can hold more fuel per pound of tank mass.

A measurement of the force that leads tanks to crack is called microstrain. Conventional carbon-fiber cryotanks without liners tend to leak at about 3,000-5,000 microstrain. Testing has shown that the BHL tank can withstand more than 20,000 microstrain at cryogenic temperatures, said Gloyer.

Partly funded by multiple Small Business Innovation Research contracts from several NASA field centers including Marshall Space Flight Center in Huntsville, Alabama, the BHL is undergoing assessment for commercial space applications at the center.

The BHL technology has the potential to reduce cryofuel tank mass by 30% to 50% for small spacecraft propulsion systems, according to John Peugeot, a propulsion engineer at Marshall.

One space company is evaluating the new lightweight, high-capacity tank for its commercial lunar lander, according to Gloyer. A significant benefit of using the smaller, lighter tank will be the craft’s capacity to carry more technology and science payloads.

Meanwhile, several aircraft developers are combining the tank with hydrogen fuel cells and an electric engine to provide cleaner, cheaper long-distance air travel. Current cryotanks that fit on a plane are so heavy they can only carry 5% to 6% hydrogen by mass, supporting only short flights, according to GTL. The BHL cryotank, including insulation, can hold 60% to 70% hydrogen by mass.

This extra hydrogen would let a plane fly four times as far as a conventional jet fuel-powered aircraft, cutting operating costs in half and creating a strong economic incentive to switch to hydrogen fuel. Gloyer said the alignment of economic and environmental benefits could result in the rapid adoption of hydrogen fuel, reducing carbon emissions and enhancing prosperity.

Source: NASA

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[blogynewsz]

"Revolutionary Breakthrough in Spacecraft Technology: CE20 Earns Gaganyaan Approval, Unveiling LVM-3's Unprecedented Weight-Lifting Power"

BENGALURU: The Indian Space Research Organisation (ISRO) has achieved a significant milestone in its efforts to enhance the weight-lifting capacity of its launch vehicle LVM3. The Liquid Propulsion Systems Centre (LPSC) has successfully qualified a critical component that powers the cryogenic upper stage (CUS) for Gaganyaan, ISRO’s crewed mission to space. The CE20 E13 engine, which is a crucial…

[teknoflowgreen]

Pressure Vessels: Emerging Technologies and Applications

Introduction:

A pressure vessel is a container that holds fluids under considerable pressure to form gases, liquids, or solids. These vessels are engineered to withstand high pressure and temperature and are used in various industries, including chemical, oil, and gas, power generation, and many others.

Over the years, advancements in technology have brought about new materials, designs, and fabrication methods that have revolutionized pressure vessels' manufacturing and applications. This blog will explore the latest emerging technologies in pressure vessels and their applications.

1. Composite materials

Composite materials are becoming increasingly popular in pressure vessel manufacturing because of their lightweight yet durable nature. Composites such as Carbon Fiber Reinforced Polymer (CFRP) and Glass Fiber Reinforced Polymer (GFRP) provide significant weight savings compared to traditional materials like steel. These materials also offer exceptional corrosion resistance, fatigue resistance, and high-temperature capabilities. The aerospace and defense industries have been the early adopters of composite pressure vessels and are employing them in aircraft fuel storage, satellite propulsion, and missile systems.

2. Additive Manufacturing

Additive manufacturing, also known as 3D printing, is a rapidly growing technology in the manufacturing industry. In the production of pressure vessels in india, 3D printing allows parts to be fabricated faster and more efficiently than traditional methods. This technology also has the potential to create complex internal geometries for pressure vessels that are difficult to produce with traditional manufacturing processes. The automotive and medical industries have successfully implemented additive manufacturing to produce pressure vessels suited for small-scale applications, such as insulin pumps and fuel cells.

3. Intelligent sensors and monitoring systems

With the advent of intelligent sensors and monitoring systems, pressure vessels' performance can now be continuously monitored, ensuring optimal operations, enhanced safety, and reduced maintenance costs. Sensors installed inside and outside the vessel can detect temperature changes, pressure fluctuations, and leakages. The data generated by these sensors can be analyzed to predict future failures and guide maintenance schedules. Industries that rely heavily on pressure vessels, such as oil and gas refineries, have already embraced intelligent sensors and monitoring systems, for their potential to reduce downtime and maintenance costs.

4. Cryogenic storage vessels

Cryogenic storage vessels are designed to store liquefied gases such as nitrogen, argon, and helium at extremely low temperatures ranging from -250°C to -196°C. These vessels are essential in the energy and healthcare industries, where refrigerants and cryogenic gases are used. The demand for cryogenic storage vessels is on the rise, fueled by the increasing use of natural gas as an alternative energy source and the need for pharmaceutical companies to store vaccines and other biologics at low temperatures.

Conclusion:

The emergence of new technologies in pressure vessel manufacturing has opened up new applications and opportunities in various industries that rely on pressure vessels. Composite materials offer weight savings and exceptional performance, additive manufacturing speeds up the fabrication process, intelligent sensors and monitoring systems enhance safety, and cryogenic storage vessels cater to the growing need for low-temperature storage. The future of pressure vessels holds promise for continuous improvement and innovation for safer, more efficient, and reliable operations. Teknoflow Green Equipments Pvt. Ltd. has the expertise and experience to meet your needs. Contact us today to learn more about our pressure vessels and how we can help you with your next project.

[stevecarell600]

Rocket & Missiles Market Recent Trends, Share and Growth Forecast by 2029

The Global Rockets and missiles industry are both types of projectiles that are designed to be propelled through the air. However, there are some differences between the two. A rocket is a type of projectile that is propelled by the ejection of matter from the rear of the rocket. This matter, which is usually a gas or liquid, is expelled from the rocket at high speed, creating a reaction force that propels the rocket forward. Rockets are commonly used in space exploration, as well as for military and scientific purposes.

Information Source:

The global rocket and missile industry size is projected to reach USD 71.79 billion by 2027, exhibiting a CAGR of 4.52% during the forecast period. Growing utilization of 3D printing technology in the production of weapons systems worldwide is expected to aid the market make considerable gains, finds Fortune Business Insights™ in its report, titled “Rocket and Missile industry Size, Share and Global Trend By Propulsion (Solid,Liquid,Hybrid,Scramjet, Cryogenic, and Ramjet), and Regional Forecast, 2020-2027”.

A missile, on the other hand, is a guided projectile that is typically designed to be launched from a vehicle or platform and directed toward a specific target. Missiles can be propelled by a variety of means, including rockets, jet engines, or even ramjet engines.

List of Companies Profiled in the Rocket and Missile Market Report:

Thales Group (France)

ROKETSAN A.S. (Turkey)

Rafael Advanced Defense Systems Ltd. (Israel)

MESKO (Poland)

Lockheed Martin Corporation (The U.S.)

General Dynamics Corporation (The U.S.)

Saab AB (Sweden)

Raytheon Technologies Corporation (The U.S.)

Nammo AS (Norway)

MBDA (France)

KONGSBERG (Norway)

Denel Dynamics (South Africa)

Missiles can be further classified into several different types, including cruise missiles, ballistic missiles, and anti-ship missiles. Cruise missiles are designed to fly at low altitudes and follow a pre-programmed flight path to their target. Ballistic missiles, on the other hand, are designed to travel in a high, arching trajectory before descending toward their target. Anti-ship missiles are specifically designed to target naval vessels.

Both rockets and missiles have a wide range of applications, from space exploration and scientific research to military operations and national defense. They are both powerful tools that can be used to achieve a variety of different objectives, depending on their design and intended use.

Competitive Landscape

Close Collaborations between Governments and the Private Sector to Characterize the Market

The competitive landscape of this market is highly charged up as a result of the increasing number of collaborations between private defense contractors and government defense agencies. This is represented through frequent awarding of contracts and other deals to top market players by the US Armed Forces.

Industry Developments:

March 2020: Raytheon Company secured a USD 1 billion-worth agreement to buy propulsion systems for their standard missile products from Aerojet Rocketdyne. The agreement will span five years and is focused on optimizing supply chain dynamics between the two companies.

April 2020: The US Army awarded a contract of estimated value of $6.07 billion to Lockheed Martin to produce and deliver Patriot Advanced Capability-3 (PAC-3) Missile Segment Enhancement interceptors over three years till 2023. This will bolster US’s position as a major supplier of missile interceptors among other leading world economies.

[severepeanutperfection]

Cryogenic Equipment Market Future Trends, Industry Size and Forecast to 2032

The cryogenic equipment market is experiencing substantial growth as the demand for low-temperature applications expands across various industries. Cryogenic equipment is designed to handle and store materials at extremely low temperatures, typically below -150 degrees Celsius (-238 degrees Fahrenheit). These equipment play a critical role in industries such as healthcare, energy, aerospace, and food processing, where precise temperature control and preservation of materials are essential.

One of the primary drivers of the cryogenic equipment market is the increasing demand for liquefied natural gas (LNG) as a cleaner and more efficient fuel source. LNG requires cryogenic equipment for its production, transportation, and storage. With the rising global focus on reducing carbon emissions and transitioning to cleaner energy sources, the demand for cryogenic equipment in the LNG industry is expected to witness significant growth.

Furthermore, the healthcare industry relies heavily on cryogenic equipment for the storage and preservation of biological samples, such as stem cells, blood, and vaccines. Cryogenic freezers and storage tanks enable long-term preservation of these samples at ultra-low temperatures, ensuring their viability and usability for research, transplantation, and disease treatment purposes. The growing advancements in medical research and regenerative medicine are driving the demand for cryogenic equipment in the healthcare sector.

Moreover, the aerospace industry utilizes cryogenic equipment for space exploration and satellite propulsion systems. Cryogenic fuels, such as liquid hydrogen and liquid oxygen, are used in rocket engines for their high energy density. Cryogenic equipment plays a crucial role in handling and storing these fuels, enabling space agencies and aerospace companies to conduct space missions and satellite launches effectively.

Additionally, the food and beverage industry relies on cryogenic equipment for processes such as freezing, chilling, and food preservation. Cryogenic freezers and cooling systems provide rapid and efficient cooling of food products, preserving their freshness, texture, and nutritional value. With the increasing demand for frozen and convenience food products, the adoption of cryogenic equipment in the food processing industry is on the rise.

For More Info@ https://www.globenewswire.com/en/news-release/2023/02/16/2609779/0/en/Cryogenic-Equipment-Market-is-estimated-to-be-worth-US-41-Billion-by-2032-end-at-a-CAGR-of-6-5-Report-by-Persistence-Market-Research.html

In conclusion, the cryogenic equipment market is witnessing significant growth due to the increasing demand for low-temperature applications across industries such as LNG, healthcare, aerospace, and food processing. As industries continue to focus on energy efficiency, preservation of materials, and technological advancements, the demand for cryogenic equipment is expected to further expand. Manufacturers and suppliers in this market have the opportunity to develop innovative and reliable cryogenic solutions to meet the evolving needs of various industries.

[nasa]

The Big Build: Artemis I Stacks Up

Our Space Launch System (SLS) rocket is coming together at the agency’s Kennedy Space Center in Florida this summer. Our mighty SLS rocket is set to power the Artemis I mission to send our Orion spacecraft around the Moon. But, before it heads to the Moon, NASA puts it together right here on Earth.

Read on for more on how our Moon rocket for Artemis I will come together this summer:

Get the Base

How do crews assemble a rocket and spacecraft as tall as a skyscraper? The process all starts inside the iconic Vehicle Assembly Building at Kennedy with the mobile launcher. Recognized as a Florida Space Coast landmark, the Vehicle Assembly Building, or VAB, houses special cranes, lifts, and equipment to move and connect the spaceflight hardware together. Orion and all five of the major parts of the Artemis I rocket are already at Kennedy in preparation for launch. Inside the VAB, teams carefully stack and connect the elements to the mobile launcher, which serves as a platform for assembly and, later, for fueling and launching the rocket.

Start with the boosters

Because they carry the entire weight of the rocket and spacecraft, the twin solid rocket boosters for our SLS rocket are the first elements to be stacked on the mobile launcher inside the VAB. Crews with NASA’s Exploration Ground Systems and contractor Jacobs team completed stacking the boosters in March. Each taller than the Statue of Liberty and adorned with the iconic NASA “worm” logo, the five-segment boosters flank either side of the rocket’s core stage and upper stage. At launch, each booster produces more than 3.6 million pounds of thrust in just two minutes to quickly lift the rocket and spacecraft off the pad and to space.

Bring in the core stage

In between the twin solid rocket boosters is the core stage. The stage has two huge liquid propellant tanks, computers that control the rocket’s flight, and four RS-25 engines. Weighing more than 188,000 pounds without fuel and standing 212 feet, the core stage is the largest element of the SLS rocket. To place the core stage in between the two boosters, teams will use a heavy-lift crane to raise and lower the stage into place on the mobile launcher.

On launch day, the core stage’s RS-25 engines produce more than 2 million pounds of thrust and ignite just before the boosters. Together, the boosters and engines produce 8.8 million pounds of thrust to send the SLS and Orion into orbit.

Add the Launch Vehicle Stage Adapter

Once the boosters and core stage are secured, teams add the launch vehicle stage adapter, or LVSA, to the stack. The LVSA is a cone-shaped element that connects the rocket’s core stage and Interim Cryogenic Propulsion Stage (ICPS), or upper stage. The roughly 30-foot LVSA houses and protects the RL10 engine that powers the ICPS. Once teams bolt the LVSA into place on top of the rocket, the diameter of SLS will officially change from a wide base to a more narrow point — much like a change in the shape of a pencil from eraser to point.

Lower the Interim Cryogenic Propulsion Stage into place

Next in the stacking line-up is the Interim Cryogenic Propulsion Stage or ICPS. Like the LVSA, crews will lift and bolt the ICPS into place. To help power our deep space missions and goals, our SLS rocket delivers propulsion in phases. At liftoff, the core stage and solid rocket boosters will propel Artemis I off the launch pad. Once in orbit, the ICPS and its single RL10 engine will provide nearly 25,000 pounds of thrust to send our Orion spacecraft on a precise trajectory to the Moon.

Nearly there with the Orion stage adapter

When the Orion stage adapter crowns the top of the ICPS, you’ll know we’re nearly complete with stacking SLS rocket for Artemis I. The Orion Stage Adapter is more than just a connection point. At five feet in height, the Orion stage adapter may be small, but it holds and carries several small satellites called CubeSats. After Orion separates from the SLS rocket and heads to the Moon, these shoebox-sized payloads are released into space for their own missions to conduct science and technology research vital to deep space exploration. Compared to the rest of the rocket and spacecraft, the Orion stage adapter is the smallest SLS component that’s stacked for Artemis I.

Top it off

Finally, our Orion spacecraft will be placed on top of our Moon rocket inside the VAB. The final piece will be easy to spot as teams recently added the bright red NASA “worm” logotype to the outside of the spacecraft. The Orion spacecraft is much more than just a capsule built to carry crew. It has a launch abort system, which will carry the crew to safety in case of an emergency, and a service module developed by the European Space Agency that will power and propel the spacecraft during its three-week mission. On the uncrewed Artemis I mission, Orion will check out the spacecraft’s critical systems, including navigation, communications systems, and the heat shield needed to support astronauts who will fly on Artemis II and beyond.

Ready for launch!

The path to the pad requires many steps and check lists. Before Artemis I rolls to the launch pad, teams will finalize outfitting and other important assembly work inside the VAB. Once assembled, the integrated SLS rocket and Orion will undergo several final tests and checkouts in the VAB and on the launch pad before it’s readied for launch.

The Artemis I mission is the first in a series of increasingly complex missions that will pave the way for landing the first woman and the first person of color on the Moon. The Space Launch System is the only rocket that can send NASA astronauts aboard NASA’s Orion spacecraft and supplies to the Moon in a single mission.

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[deepakverma123]

Kailasavadivoo Sivan is an Indian space scientist who served as the Secretary of the Department of Space and chairman of Indian Space Research Organisation and Space Commission. He has previously served as the Director of the Vikram Sarabhai Space Center and the Liquid Propulsion Systems Centre. He was given a name “Rocket Man” for developing cryogenic engines for India;s space programs.His motivational story is an inspiration for all.

[sciencespies]

China rolls out Long March 5B rocket for space station launch

https://sciencespies.com/space/china-rolls-out-long-march-5b-rocket-for-space-station-launch/

China rolls out Long March 5B rocket for space station launch

HELSINKI — China is set to launch the first module for its own space station next week after rolling out a Long March 5B rocket at Wenchang spaceport late Thursday.

The 53.7-meter-long Long March 5B is now expected to launch the 22-ton Tianhe space station core module around April 29, although authorities have not officially released a launch time.

The launch will mark the beginning of an intense construction phase for the three-module space station. China plans 11 major launches of modules, cargo and crewed spacecraft across 2021-22.

The Chinese space station was first envisioned in 1992 when China approved its Project 921 to develop human spaceflight capabilities. China sent its first astronaut, Yang Liwei, into orbit in October 2003.

The Long March 5B was transferred to the launch area early Friday local time. The rocket was transferred from a vertical integration building via a 2.7-kilometer track, with the transfer process taking about two and a half hours.

Encased in the payload fairing atop the rocket is the 16.6-meter-long, 4.2-meter-diameter Tianhe core module along with a docking hub. Tianhe and the Long March 5B arrived at Wenchang in February for assembly and integration.

Tianhe, meaning “harmony of the heavens”, is planned to be inserted directly into a low Earth orbit with an apogee of around 370 kilometers and inclined by 41 degrees.

The three-module, 66-metric-ton space station will host three astronauts for six month rotations. Planned experiments include international projects in the areas of astronomy, space medicine, space life science, biotechnology, microgravity fluid physics, microgravity combustion and space technologies.

The Tianhe core module and docking hub of the Chinese Space Station. Credit: CMSA

The Tianhe module will provide regenerative life support and living space for three astronauts as well as propulsion to maintain the orbit of the entire complex. 

If launch goes well Tianhe will be visited in May by the Tianzhou-2 spacecraft. Tianzhou-2 will launch via Long March 7 rocket from Wenchang and rendezvous and dock with Tianhe and transfer propellant to the space station module.

The crewed Shenzhou-12 will then send the first astronauts to Tianhe in June. The Shenzhou spacecraft and Long March 2F launcher arrived at the Jiuquan Satellite Launch Center in mid-April. 

A Long March 2F rocket and Shenzhou spacecraft will also be on standby at all times at Jiuquan to perform emergency rescue missions to the space station, a senior space official stated in March.

China’s most recent crewed mission was the 2016 month-long Shenzhou-11 mission to Tiangong-2 space lab. The latter was deorbited in 2018, avoiding a repeat of the uncontrolled Tiangong-1 reentry scenario.

The Tianhe mission will be the second launch of the expendable, cryogenic Long March 5B. The first was launched in May 2020. The mission carried a prototype new-generation crewed spacecraft as a payload to simulate launch of the Tianhe module.

The launch of the Tianhe core module was delayed by the 2017 launch failure of the second Long March 5. The saw the postponement of the test launch of the Long March 5B variant for low Earth orbit launches while issues with the YF-77 liquid hydrogen-liquid oxygen engine for the core stage were isolated and remedied.

China has condensed the space station construction schedule into an intensive two-year period, maintaining an earlier target of completing the Chinese Space Station by the end of 2022.

The CSS will also be joined in orbit by the Xuntian optical module, a co-orbiting, Hubble-class space telescope. The space telescope will have a 2-meter-aperture comparable to Hubble but feature a field of view 300 times greater, allowing 40 percent of the sky to be surveyed across a decade.

Xuntian will be capable of docking with the CSS for maintenance and repairs. The space station itself could also be expanded from three to six modules.

Artist impression of the future Chinese Space Station. Credit: CMSA

#Space

[spacenutspod]

As NASA pushes out the schedule for Artemis II and III, development of the first major upgrade to the agency’s Space Launch System (SLS) rocket is moving into qualification. SLS Stages prime contractor Boeing is activating production areas for the new Exploration Upper Stage (EUS) at the Michoud Assembly Facility (MAF) in New Orleans in parallel with refining assembly and outfitting techniques for the stage. EUS is the major piece of the new SLS Block 1B configuration, which NASA currently plans to debut on the Artemis IV mission at the end of 2028. Boeing was working to finish validating the final weld schedules on weld confidence articles once the last weld tools shared with core stage production becomes available; after that, work will proceed into assembly of the EUS structural test article (STA), with hopes of completing that next year. Preparing to build EUS structural test article, qualify systems “We’re in that preparation for qualification [phase], whether you’re talking components and subsystems or structures here at MAF,” James Savage, Boeing EUS Chief Engineer, said in an interview during a recent NSF visit to Michoud. “We’re building the structural test articles today, both in the supply base and here at MAF. In our subsystems and our components, all those kinds of things, we’ve had a few go through qual now, others are preparing for qual.” “As far as what we actually here at MAF, a lot of this is STA hardware,” Eric Potter, Boeing MAF Deputy Site Lead and EUS Integrated Product Team Lead, added. “Over in the VWC, we have the flight aft adapter is getting ready to start there so we are working the flight article, as well.” The VWC, or Vertical Weld Center, is the weld tool at Michoud; it uses friction-stir welding to assemble the 8.4-meter-wide barrels used on most SLS propellant tanks and “dry structures,” such as the core stage engine section and adapters that connect the Exploration Upper Stage and core stage. “It’s actually exciting, because we’re to the point now where you [are working through] like a pre-flight checklist,” Erick Holsonback, SLS EUS subsystem manager for production and launch operations with Jacobs, noted. “Yes I’ve got the tooling, yes the facilities are there, I’ve got all my engineering released, I’ve got hardware coming in, I’ve got work instructions being released. So it’s in that right-before-execution phase of trying to make sure all this stuff is in place to go ‘we’re ready.'” The major change with the SLS Block 1B vehicle is with EUS replacing the Block 1 Interim Cryogenic Propulsion Stage (ICPS). The new stage employs four RL10 engines versus the single RL10 engine on the ICPS; in addition to the four RL10 engines, the stage consists of the two liquid oxygen (LOX) and liquid hydrogen (LH2) propellant tanks, the mid-body assembly that connects the tanks, an equipment shelf that houses avionics and propulsion system elements, a thrust structure that the engines attach to, and a forward adapter. Credit: NASA. (Photo Caption: An expanded view of the SLS Block 1B vehicle currently in development. The EUS upgrade includes new adapters to connect the bigger stage to the booster elements below and the payloads above.) The bigger upper stage uses the same 8.4-meter diameter as the core stage, so Block 1B also has new connecting stage adapters; Boeing is also prime contractor for the interstage that connects the EUS to the core stage below it. Dynetics is the prime contractor for the Universal Stage Adapter that will connect EUS with Orion and also provides room for a large, “co-manifested,” secondary payload. See AlsoArtemis Forum SectionNSF StoreL2 ArtemisClick here to Join L2 NASA and Boeing are currently working to complete the final tests of the weld tools they will use at MAF and at Marshall Space Flight Center (MSFC) in Huntsville, Alabama, where the SLS Program is based. Most of the friction-stir weld tools at MAF are used to weld multiple structures for the core stage and EUS, each with their own set of configuration parameters. Full-scale weld confidence articles are used in the tools to verify they are ready to proceed into welding the structures for the STA and subsequent flight articles. “It’s the combination of the tool and the weld, so for example if we use the same weld on three different pieces of the vehicle, you only do one weld confidence article,” Savage explained. As noted earlier, the VWC has already completed its development work and Boeing has started producing EUS barrels. The Segmented Ring Tool (SRT) and the Gore Weld Tool (GWT) have also completed their weld confidence article runs. In addition, a few new welding tools for EUS are now being qualified. The EUS LOX tank is a smaller-diameter than the LH2 tank, two new tools are used to weld that, one at Marshall and one at Michoud. Those two tools, the LOX Dome Weld Jig (LDWJ) at Marshall, and the LOX Tank Assembly Center (LTAC) at MAF, have completed their welds for that one weld confidence article. “On the LDWJ, which is currently sitting up at Marshall, that’s where we do the LOX dome to ring welds, and then we bring it here for the LTAC, which is in [Building] 115 on the back left side, that’s where we do the two rings together,” Potter explained. “And that’s a single article, that’s where it gets hard to count,” Savage added. “You have two different welds, but a single article.” “We actually just finished the weld confidence article on the LOX [tank] and if you go down [to Building] 115 you can actually see that,” Potter said. “They machined the ring and so there’s only three welds on that entire tank, the two rings to the domes and then we do one weld of the two rings together and that’s all the welding that’s done on that entire tank.” “That’s a big plus because you don’t have all the gore panels and everything else that’s a challenge,” he added. Credit: Philip Sloss for NSF. (Photo Caption: The EUS Gray Box Assembly Area at MAF. Hardware for the structural test article can be seen in the lower right foreground, with the tooling in the background to build the elements of the stage. From left to right, tooling for the LH2 tank, LOX tank, and mid-body assembly. Additional tooling for the forward adapter is out of view behind the mid-body assembly tool.) A second circumferential dome welding tool (CDWT), also called the Universal Weld Station (UWS), was also built at MAF to weld the domes for the LH2 tank. One of the reasons for the second LH2 dome welding tool at MAF is that EUS is using an aluminum-lithium alloy for its structure, versus the aluminum alloy used for most of the core stage. “Most of the structure of EUS is aluminum-lithium 2050,” Savage noted. “Obviously we did that for weight savings because it’s higher strength and lower density, so you get a great one-two punch for mass savings and performance for the upper stage.” “That has been an exciting change, but it also means that a lot of things, you’re not just straight reusing core stage effort, we’re having to do additional development to prove out those processes, the welding, the machining, all of those things on the 2050. So far it’s been exciting, but it’s been very successful in saving a lot of mass and getting us a good lightweight, high-performing stage.” Summarizing the status of the weld confidence welds, Potter said: “We’ve already been through the Gore Weld Tool, that’s already been through all of its testing, so once we get to that point, we’re ready to go into production there. We’re in the process of doing it on the UWS, we did it in the VWC already, and then the last one we’ll have to do will be in the VAC. And we did on the SRT, as well.” “The [LH2 tank] dome welding and the VAC (Vertical Assembly Center) is what’s left and we’ve got a few plug welds that we’re still testing out,” Potter added. The weld confidence article is testing the parameters in the UWS to weld LH2 tank domes. “We’ve already done the ring to gores and now they’re in the process of doing the trimming to do the cap to the gore weld,” Potter noted. Then that dome will be loaded into the VAC with a barrel already completed in the VWC and an L-ring from the SRT to test the two types of welds in the VAC that will be used for multiple elements. “We’re going to do a dome to barrel weld and then we’re going to also do an L-ring to barrel, so then we’re going to get both of those [VAC welds] out of the same [confidence article],” he added. The VAC will weld L-rings to the forward and aft adapters and to the interstage for EUS. Beginning work on other STA structures while waiting for VAC availability After the VAC welds are completed, coupons will be cut out of each of the welds for an extensive verification process. “It’s about a three-to-four-month process,” Potter explained. “We do a lot of cutups [for verification], we do tons of cryo testing and stress testing to make sure that those welds are going to be sufficient before we actually start welding a STA vehicle.” That process had started for the LOX tank weld confidence article, with several large coupons cut out of the article at the time of the NSF visit to MAF in October. What appears to be a fully welded dome can be seen in the background of a recent picture taken of a core stage production milestone at Michoud in early December, which could indicate its readiness to move on to the VAC weld tests. For the time being, those EUS weld confidence tests in the VAC were waiting for the tool to become available. A partially completed Core Stage-3 LOX tank has been hanging in the tool for over a year waiting for an aft dome. NASA and Boeing have been working through the issues on other weld tools with completing the dome, but in the meantime the partial structure had to remain in the tool, which also meant that it was unavailable for welding other structures. A core stage LOX tank aft dome was successfully welded near the end of 2023 and at year-end was being prepared to make the last weld for that tank and open the tool up for other work. The EUS weld confidence article is first in line. “As soon as the [Core Stage-3 LOX tank] comes out, we’re next,” Potter said. “There is a calibration schedule that it’s going to have to go through, but after that we’re next in line.” Credit: NASA/Michael DeMocker. (Photo Caption: What appears to be a completed LH2 tank dome is seen behind the American flag in this cropped image taken by NASA in December. The dome is a piece of one of the final EUS weld confidence articles to be welded; when the large VAC tool becomes available, the dome will be welded to a barrel and a ring. Following analysis of all of those welds, the EUS welding tools should all be ready to begin welding flight hardware.) In February 2023, the EUS Gray Box Assembly Area was opened at MAF; located in the middle of Building 103 at the factory, Boeing will assemble and outfit the main elements of the upper stage before they are moved to the high bay in adjoining Building 115 for final assembly. Tooling and platforms for the propellant tanks, mid-body, and forward adapter are set up on the floor, waiting to begin processing of assembled structures. Some of the structural elements are not welded and some work on those has started in the Gray Box in parallel with completion of the weld confidence work. The equipment shelf and thrust structure will be assembled and outfitted in the EUS assembly area; assembly of the thrust structure unit for the STA was underway at the time NSF visited Michoud in mid-October. “We’ve just started construction on our thrust structure, it’s the first article that we’ve actually been able to build,” Potter said. “This is the only structure we have that doesn’t depend on the weld centers. This is where the four engines will mount to.” “We’re using our FSDA (Full-Sized Determinant Assembly) process, it’s basically pre-drilled holes that line up and we just went through this entire process and all four beams went in perfectly, they’re all pre-cut at the supplier, everything fit perfect, and it’s a fully built structure.” “It’s a real success story because we at NASA were anxious how this FSDA process would work, because this the first time that this goes together and when you have big metal parts that get bolted together you often have to “ream” holes because things aren’t lined up exactly, but it went together wonderfully,” James Burnum, Deputy Manager of the NASA SLS Block 1B Development Office, said. “We had to put in one shim, it was a three-thousandths shim that we had to put over in that one corner, everything else lined up perfect,” Potter added. “It was amazing how well it came together.” Credit: Philip Sloss for NSF. (Photo Caption: A weld confidence article to validate welds for the EUS LOX tank sits in Building 115 at MAF during a recent visit. Large, rectangular coupons were cut out of the completed welds as part of the months-long analysis to verify they meet requirements and specifications.) The mid-body includes the aft adapter and struts that structurally connect LOX tank below to the LH2 tank above; it also is where the helium bottles for the stage’s pneumatic system will be located. Boeing has received the struts for the STA and was planning to get started installing some the thousands of test instrumentation sensors that will eventually cover the test article. “We’re getting ready to do some get-ahead work on our B-struts, that will eventually be built over on the mid-body stand,” Potter said. “The areas that aren’t in a pinch point or are going to have a lifting area, we’re going to go ahead and put those strain gauges and other instrumentation on there.” “There’s over 3000 strain gauges and other bonded instruments, so where we have the opportunity we’re going to go ahead and start installing those to get ahead. As soon as they get all these brackets on within the next couple of weeks, we’ll start to put strain gauges on the thrust structure as well.” Path to Green Run, first flight Both the STA and flight articles will be assembled and tested in preparation for the first EUS/Block 1B flight on Artemis IV. In contrast to the four core stage separate structural test articles for the different elements, the STA for the shorter EUS will be a single, integrated structure. The STA will be the first one completed, which is currently forecast for next year; it will be transported to Marshall and installed in Test Stand 4693 for that test campaign. The STA will have identical structures to flight articles, but it won’t include functional stage components like engines and avionics. The first working EUS article will be the first flight stage, which will be shipped to the Stennis Space Center in nearby southern Mississippi for a Green Run design verification test campaign similar to the one that the first flight core stage completed at the beginning of the decade. Like the first core stage, the first EUS will be installed in the B-2 Test Stand at Stennis for months of testing and checkout, which will culminate in a hot-fire test of the stage. Following completion of the Green Run campaign, the flight article will be transported back to Michoud. Special sea-level RL10 engines are being provided by Aerojet Rocketdyne, an L3Harris Technologies Company, for the EUS Green Run; following those tests, the stage will be refurbished for flight and those engines will be removed and replaced with the four flight RL10s. Once that work is complete, the stage and interstage will be transported to Kennedy Space Center for launch preparations. Credit: Philip Sloss for NSF. (Photo Caption: The barrel of the aft adapter flight article being assembled in the Vertical Weld Center tool in Building 115 at MAF. The VWC has already been qualified for EUS welding and now serves both EUS and core stage projects for NASA and Boeing.) Validation of the last weld tools is still in front of the team, but a lot of the STA hardware is at Michoud, waiting for assembly. “Structure-wise we’ve got almost everything except for some of the dome caps,” Potter said. “The strain gauges are all here. I’d say it’s probably up in the 75-80 percent level.” “You’ll see the simulators that go on either end of the structural test article are out here in work,” Savage added. Building the flight article will include all the integration work of the different subsystems, including the avionics, main propulsion system (MPS) and reaction control system (RCS), and all the associated tube welding, wiring installation, and testing that go along with them. The equipment shelf will house the avionics for not only EUS, but the SLS flight computers and inertial navigation system for Block 1B. It will also house a lot of MPS and RCS components, making the equipment shelf the most complicated element of the stage. A low-fidelity simulator will stand in for the equipment shelf on the STA, but Boeing has put a lot planning effort into its assembly and pre-launch maintenance. A mockup of the equipment shelf was built to help familiarize and train personnel for hands-on work, which also allowed the detailed design and beyond to be revised with improvements. “One of the things we learned from core stage was that your big challenges come in tight packaging areas, high levels of integration in very small volumes,” Savage said. “The equipment shelf, because it’s not part of our structural test article, is not one of the things we were going to build early and so we said [that] we don’t want to learn too late and on the flight article, so let’s go build a full-scale mockup and start learning. The first use of this was for the design integration, so we actually had the designers, design interns, design engineers actually building this thing as they’re designing the actual flight article and learning as they go.” Credit: Boeing (graphic), Stephen Marr for NSF (image). (Photo Caption: A Boeing graphic about the mid-body assembly tool, showing elements of EUS on the left. From top to bottom, the forward adapter, LH2 tank, mid-body, LOX tank, equipment shelf, thrust structure and RL10 engines, and the interstage.) “We have a long list of lessons learned from having done this physically, things you just can’t catch in a CAD model, so that was the first learning,” he continued. “The second learning was we had our manufacturing engineers actually help assemble this thing and start working through the planning of doing the assembly and all the routing.” “One of the things you don’t see on [the mockup] now is [the equipment shelf] is covered in wire harnesses for flight and so the first time we assembled this we [did] it at Marshall and the technicians were out there routing harnesses and making changes as we go to the design based on what they were learning during that process. [Changes were also made to] tooling and other things as we did this.” “[After] that we said how else can we use this asset. And that’s when MAF said we would love to use this as a training aid, we would love to use it to test out some of our model-based instruction processes, so we disassembled it — learning there — [and] had them assemble it and then using it as a training aid and a workshop tool in the meantime.” Boeing noted that personnel from Exploration Ground Systems (EGS) and Jacobs, their prime contractor for launch processing, had also started using the mockup for familiarization and training during visits to Marshall and Michoud. Currently, Boeing is forecasting that the beginning of equipment shelf assembly could happen this year, but a lot of parts and machines that will eventually be outfitted on the element are still working their way through qualification. “All of the avionics parts are all going through a qual program, so the parts aren’t here to start installing them [yet],” Potter said. “All the hardware is in flow in the supply base, so the individual pieces of structure, all the avionics boxes are in development right now,” Savage added. “Several of them are into qual and into acceptance testing ahead of qual, so all the pieces are out there in the supply base and working their way here.” “We got a RCS system full qualification test for the whole system as well as the helium system that pressurizes it, and then we also have hot-fire tests for the thruster pack. There’s a whole cadre of building block tests for the RCS and then the individual components will all go through acceptance and checkout and demonstrate their capability before integration into the stage.” (Lead image: Exploration Upper Stage flight and test hardware in Building 115 at MAF during NSF’s recent visit. Credit: Philip Sloss for NSF.) The post NASA SLS Exploration Upper Stage moving into qualification phase of development appeared first on NASASpaceFlight.com.