DOCSLIB.ORG

Evaluation of Ozone Difluoride As a Liquid Propellant Additive

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Evaluation of Ozone Difluoride As a Liquid Propellant Additive I NASA - CR-54833 SRI Pr0jM-t No. 5075 4, j ,, FINAL REPORT ! EVALUATION OF OZONE DIFLUORIDE AS A LIQUID PROPELLANT ADDITIVE. BY A. B. AMSTER R. J. KlER E. L. CAPENER M. McCORMlCK L. A. DICKINSON J. NEFF Prepared for NATIONAL AERONAUTICS AND SPACE ADMINISTRATION December 1 1966 CONTRACT NAS3-4187 Technical Management NASA Lewis Research Center Cleveland, Ohio Erwin A. Edelman Polymer & Propulsion Sciences Division ICIILlI-Cl~h -I-cI-.-c,, mL.cI3-I.l- 3 1 HlYrUKLJ KC3CHKLn 11’43 I I I U I t 333 Ravenswood Avenue Menlo Park, California -94025 PRECEDING PAGE BLANK NOT FILMED. EVALUATION OF OZONE DIFLUORIDE AS A LIQUID PROPELLANT ADDITIVE A. B. Amster R. J. Kier E. L. Capener M. McCormick L. A. Dickinson J. A. Neff ABSTRACT The hypergolicity of OnF2 at the saturation point in liquid oxygen Tith liquid and gaseous hydrogen is critically dependent upon the tem- perature of the combustion chamber. When this temperature is above 150°K, pressure, total injected weight ratio of oxidizer to fuel and in- jector type were the primary variables of importance. I The preparation, mixing, and use of solutions of O3F2 in liquid oxygen is reviewed. The storage life of these solutions at 90°K is not expected to exceed one month. iii TABLE OF CONTENTS ABS"llJlCT .............................iii LIST OF ILLUSTRATIONS ....................... vii LIST OF TABLES ........................... ix SYMBOIS .............................. xi I SUMMARY ......................... ... 1 I1 INTRODUCTION ...................... ... 3 I I I EXPERIMENTAL APPROACH ..................... 5 A . General Dsscription .................... 5 B . Instrumentation ...................... 6 C . Rocket Combustor Design Factors .............. 9 IV PREPARATION OF 03F2 AND SOLUTIONS WITH LIQUID OXYGEN . ... 13 A . Preparation of 03F, .................... 13 B . Preparation of LOX/O3F2 Solutions .......... ... 13 V EXPERIMENTAL PROSRAM .................. ... 15 A . Hypergolicity Between 20 and 77'K ............. 15 B . Ignition Tests Using Combustor .............. 18 1. Experimental Procedure ................ 18 2 . Data Reduction .................... 21 3 . Experimental Results ................. 24 a . Engine Environmental Iemperature Variations . ... 24 b . Injector Influence ................ 28 c . Thrust kvel Chaages ............ ... 30 d . Influence of L* ...............-*a 32 e Altitude Ignitions with the Vortex Injector . **- 32 f . O,F, Concentration Level .......... ... 33 g . Stlidy of Gaseous Hydrogen Feed ....... * * * 38 C . Discussion of Results ................ ... 40 1. Ignition and Combustion Aspects ............ 40 2 . Factors Relating to Use in Large Rocket Engines . ... 43 V TABLE OF CONTENTS (Concl'd.) VI GENERAL CONCLUSIONS ...................... 55 ACKNOWLJ3DGMENTS .......................... 55 APPENDIX A .. Occurrence of Combustion Instability ........A-1 APPENDIX B ..Rocket Use Factors .IXIX/O,F, ............B-1 APPENDIX C .. Instrumentation and System Controls .........C-1 APPENDIX D .. A Simple Colorimeter for Assay of 0, Fa in Liquid Oxygen ..................D-1 vi LIST OF ILLUSTRATIONS Fig . 1 Flow System ....................... 6 Fig . 2 Instrumented Engine Assembly ............... 8 Fig . 3 Multi-coaxial Injector Assembly ............. 9 Fig . 4 Triplet Injector Assembly ................ 10 Fig . 5 Impinging Vortex Injector Assembly ............ 11 Fig . 6 Mix Tank for O,F, .................... 14 Fig . 7 Vial Design for Hypergolicity Test with Liquid Hydrogen ..................... 16 Fig . 8 Temperature Distribution in LOX/O,F, Sphere at 7fK When Plunged Suddenly Into Liquid H, at 20°K ....... 17 Fig . 9 Double Dewar Assembly for Controlling Engine Start Temperature ....................... 19 Fig . 10 Kistler and Ion Gages Oscilloscope Traces Showing Ignition Outside Engine ................. 23 Fig . 11 Ignition Delays Inside Engine at Low Tempzrature and Low Flow Rates .................... 26 Fig . 12 Ignition Outside Engine at Low Temperature and High Flow Rates ................... 27 Fig . 13 Ignition Delays for Engine Environmental Temperatures from 190'K to 290'K ............. 29 Fig . 14 L* Variations with the Triplet Injector ......... 30 Fig . 15 Effect of Altitude Using Vortex Injector ......... 31 Fig . 16 Effect of 0, Fa Concentration on Ignition Delay ...................... 34 Fig . 17 Analysis of LOX/O, F2 Solution Delivered at the Rozket Engine ...................... 38 Fig . 18 Ignition Delays Obtained Using Gaseous Hydrogen ..... 39 Fig . A-1 Conbustion Instability Feedback to Injector Pressures. U>X/O,F, Liquid Hydrogen Engine ........A-1 Fig . B-1 (a) Apparatus for Synthesis of O,F, ...........B-3 (b) Apparatus for Synthesis of 0,F2 ...........B-3 (c) U-Tube O,F, Reactor .................B-3 (d) U-Tube O,F, Reactor .................B-4 (e) Multiple Reactor ...................B-4 rig . B-z (aj MX-Cooiea tiiass Piper;r;e uzwar r'iase ~ac~et.... .B- IZ (b) LOX-Cooled Funne 1 ..................B-12 (c) LOX-Cooled Pipette (Double Housekeeper Seal) .....B-12 vi i LIST OF ILLUSTRATIONS (Concl 'd . ) Fig . C-1 Basic Instrumentation Circuits ..............C-2 Fig . C-2 Thermocouple Construction ................C-6 Fig . C-3 Kistler Gage Mounts ...................C-6 Fig . C-4 Ion Probe Construction ..................C-7 Fig . C-5 Automatic Sequencer ...................C-7 Fig . D-1 Source and Dztector Assembly ...............D-2 Fig . D-2 Bridge Circuit ...................... D-3 Fig . D-3 Calibration Data For Colorimetric Analyzer ........D-5 viii LIST OF TABUS Table I Summary of Test Conditions .............. 20 Table I1 Test Series 2. .................... 45 Table I11 Test Series 3. .................... 46 Table IV Test Series 4. .................... 47 Table V Test Series 5. .................... 48 Table VI Test Series 6. .................... 49 Table VI1 Test Series 7. .................... 50 Table VI11 Test Series 8. .................... 51 Table IX Test Series 9. .................... 52 Table X Test Series 10 .................... 54 Table A-I Peak-to-Peak Amplitudes of Combustion Waves Generated with the Impinging Vortex Injector .....A-3 Table B-I Physical and Physicochemical Properties of Trioxygen Difluoride .................B-6 Table B-I1 Chemical Reactivity of 0,F2. .............B-7 Table B-I11 Open Cup Tests of 0.05% O,F, with Various Fuels. ...B-7 Table B-IV Cospatibility Tests of Engineering Materials with 0.05% 0,F2 (By Weight) Solution in Liquid Oxygen. .................... B-9 Table C-I Basic Instrumentation Data ..............C-3 Table D-I Calibration Data for Colorimetric Analyzer ......D-4 ix SYMBOLS V Velocity - ft/sec P Pressure - psi P Density - lbs/ft3 g Gravity - ft/sec" Z Height - ft S Are? - ft" - Pi (ef f 1 Effective injector pressure - Psi t Time - sec Instantaneous injector pressure - psi 'i W Flow rate, steady state - lbs/sec 0 W Equivalent flow rate during unsteady time interval - Ibs/sec At Ignition delay - milliseconds 0 0 Total integrated flow of oxidizer up to ignition time - lbs 0 F Total integrated flow of fuel up to ignition time - lbs T Absolute temperature - Degrees K L* Chamber volume/nozzle throat area - ft Subscripts: 1 Station 1 2 Station 2 3 Station 3 0 Oxidizer i Injector f Fue 1 L Flow line T Tank C Engine chamber R-L: ---L .. ..u niuuiciu L xi The over-all results of our investigation indicate that hypergolicity of O,F, is associated with its thermal decomposition, which results in the formation of reactive radicals. Rapid ignition is associated with relatively warm combustion chambers (above 150'K); it also depends on the ambient pressure. A significant dependence of ignition delay on the time-averaged weight ratio of oxidant to fuel was found for all injector 00 types; however, at comparable O/F ratios, delay was dependent also on the injector type. A number of problems associated with instrumentation and 0,F2 han- dling were encountered; some of these remain unresolved such as quantita- tive calibration for transient , multi-phase flow through orifices, and analytical problems associated with the use of a highly reactive and thermally unstable additive. Significant advances were made experimentally in determining critical ignition parameters such as transient propellant mass flow rate and the time and place of ignition. It is believed that the experimental results provide the engineering background necessary for any future consideration of scale-up to larger rocket engines. While some progress was made in the field analysis of LOX/03F2 solutions, a good method for characterizing LOX/03F2 suspensions was not developed. This study has shown that rather critical requirements must be met if satisfac- tory ignition is to be achieved; hence O,F, is not a simple panacea for eliminating ignition or combustion problems in rocket systems that use liquid oxygen. While the practicality of using O,F, in space propulsion cannot be unequivocally stated without a detailed engineering systems study, some critical conditions exist. These may be summarized as follows: 1. Liquid oxygen/O,F, solution must be delivered to the injector face if the O,F, is to be effective as an ignition parameter. 2. Tile comuustion chamber should be at a temperature above 150°K. 1 3. The storage life of prepared mX/0,F2 solution at 90°K is not expected to exceed one month; the storage life of solutions at temperatures above 90°K has not been determined. 4. The relatively long ignition delays of 5 to 50 milliseconds observed-may preclude the use of mX/O3F2 in small impulse bit devices. It has been suggested that O3F2, by modifying
Load more

Recommended publications
  • The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility
    The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility Andreas Hoffrichter, PhD Nick Little Shanelle Foster, PhD Raphael Isaac, PhD Orwell Madovi Darren Tascillo Center for Railway Research and Education Michigan State University Henry Center for Executive Development 3535 Forest Road, Lansing, MI 48910 NCDOT Project 2019-43 FHWA/NC/2019-43 October 2020 -i- FEASIBILITY REPORT The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility October 2020 Prepared by Center for Railway Research and Education Eli Broad College of Business Michigan State University 3535 Forest Road Lansing, MI 48910 USA Prepared for North Carolina Department of Transportation – Rail Division 860 Capital Boulevard Raleigh, NC 27603 -ii- Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA/NC/2019-43 4. Title and Subtitle 5. Report Date The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility October 2020 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Andreas Hoffrichter, PhD, https://orcid.org/0000-0002-2384-4463 Nick Little Shanelle N. Foster, PhD, https://orcid.org/0000-0001-9630-5500 Raphael Isaac, PhD Orwell Madovi Darren M. Tascillo 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Center for Railway Research and Education 11. Contract or Grant No. Michigan State University Henry Center for Executive Development 3535 Forest Road Lansing, MI 48910 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Final Report Research and Development Unit 104 Fayetteville Street December 2018 – October 2020 Raleigh, North Carolina 27601 14. Sponsoring Agency Code RP2019-43 Supplementary Notes: 16.
    [Show full text]
  • Hydrogen Storage for Mobility: a Review
    materials Review Hydrogen Storage for Mobility: A Review Etienne Rivard * , Michel Trudeau and Karim Zaghib * Centre of Excellence in Transportation Electrification and Energy Storage, Hydro-Quebec, 1806, boul. Lionel-Boulet, Varennes J3X 1S1, Canada; [email protected] * Correspondence: [email protected] (E.R.); [email protected] (K.Z.) Received: 18 April 2019; Accepted: 11 June 2019; Published: 19 June 2019 Abstract: Numerous reviews on hydrogen storage have previously been published. However, most of these reviews deal either exclusively with storage materials or the global hydrogen economy. This paper presents a review of hydrogen storage systems that are relevant for mobility applications. The ideal storage medium should allow high volumetric and gravimetric energy densities, quick uptake and release of fuel, operation at room temperatures and atmospheric pressure, safe use, and balanced cost-effectiveness. All current hydrogen storage technologies have significant drawbacks, including complex thermal management systems, boil-off, poor efficiency, expensive catalysts, stability issues, slow response rates, high operating pressures, low energy densities, and risks of violent and uncontrolled spontaneous reactions. While not perfect, the current leading industry standard of compressed hydrogen offers a functional solution and demonstrates a storage option for mobility compared to other technologies. Keywords: hydrogen mobility; hydrogen storage; storage systems assessment; Kubas-type hydrogen storage; hydrogen economy 1. Introduction According to the Intergovernmental Panel on Climate Change (IPCC), it is almost certain that the unusually fast global warming is a direct result of human activity [1]. The resulting climate change is linked to significant environmental impacts that are connected to the disappearance of animal species [2,3], decreased agricultural yield [4–6], increasingly frequent extreme weather events [7,8], human migration [9–11], and conflicts [12–14].
    [Show full text]
  • H2@Railsm Workshop
    SANDIA REPORT SAND2019-10191 R Printed August 2019 H2@RailSM Workshop Workshop and report sponsored by the US Department of Energy Office of Energy Efficiency and Renewable Energy Fuel Cell Technologies Office, and the US Department of Transportation Federal Railroad Administration. Prepared by Mattie Hensley, Jonathan Zimmerman Prepared by Sandia National Laboratories Albuquerque, New MexiCo 87185 and Livermore, California 94550 Issued by Sandia National Laboratories, operated for the United States Department of Energy by National Technology & Engineering Solutions of Sandia, LLC. NOTICE: This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government, nor any agency thereof, nor any of their employees, nor any of their contractors, subcontractors, or their employees, make any warranty, express or implied, or assume any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represent that its use would not infringe privately owned rights. References herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise, does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government, any agency thereof, or any of their contractors or subcontractors. The views and opinions expressed herein do not necessarily state or reflect those of the United States Government, any agency thereof, or any of their contractors. Printed in the United States of America. This report has been reproduced directly from the best available copy. Available to DOE and DOE contractors from U.S. Department of Energy Office of Scientific and Technical Information P.O.
    [Show full text]
  • Comparison of Hydrogen Powertrains with the Battery Powered Electric Vehicle and Investigation of Small-Scale Local Hydrogen Production Using Renewable Energy
    Review Comparison of Hydrogen Powertrains with the Battery Powered Electric Vehicle and Investigation of Small-Scale Local Hydrogen Production Using Renewable Energy Michael Handwerker 1,2,*, Jörg Wellnitz 1,2 and Hormoz Marzbani 2 1 Faculty of Mechanical Engineering, University of Applied Sciences Ingolstadt, Esplanade 10, 85049 Ingolstadt, Germany; [email protected] 2 Royal Melbourne Institute of Technology, School of Engineering, Plenty Road, Bundoora, VIC 3083, Australia; [email protected] * Correspondence: [email protected] Abstract: Climate change is one of the major problems that people face in this century, with fossil fuel combustion engines being huge contributors. Currently, the battery powered electric vehicle is considered the predecessor, while hydrogen vehicles only have an insignificant market share. To evaluate if this is justified, different hydrogen power train technologies are analyzed and compared to the battery powered electric vehicle. Even though most research focuses on the hydrogen fuel cells, it is shown that, despite the lower efficiency, the often-neglected hydrogen combustion engine could be the right solution for transitioning away from fossil fuels. This is mainly due to the lower costs and possibility of the use of existing manufacturing infrastructure. To achieve a similar level of refueling comfort as with the battery powered electric vehicle, the economic and technological aspects of the local small-scale hydrogen production are being investigated. Due to the low efficiency Citation: Handwerker, M.; Wellnitz, and high prices for the required components, this domestically produced hydrogen cannot compete J.; Marzbani, H. Comparison of with hydrogen produced from fossil fuels on a larger scale.
    [Show full text]
  • Fuel Cell Power Spring 2021
    No 67 Spring 2021 www.fuelcellpower.wordpress.com FUEL CELL POWER The transition from combustion to clean electrochemical energy conversion HEADLINE NEWS CONTENTS Hydrogen fuel cell buses in UK cities p.2 The world’s first hydrogen fuel cell Zeroavia’s passenger plane flight p.5 double decker buses have been Intelligent Energy’s fuel cell for UAV p.6 delivered to the City of Aberdeen. Bloom Energy hydrogen strategy p.7 Wrightbus is following this up with Hydrogen from magnesium hydride paste p.11 orders from several UK cities. ITM expanding local production of zero emission hydrogen p.12 The Scottish Government is support- Alstom hydrogen fuel cell trains p.13 ing the move to zero emission Zero carbon energy for emerging transport prior to the meeting of World markets p.16 COP26 in Glasgow later this year. Nel hydrogen infrastructure p.18 Australia’s national hydrogen strategy p.20 The United Nations states that the Ballard international programmes p.22 world is nowhere close to the level FuelCell Energy Government Award p.26 of action needed to stop dangerous Ulemco’s ZERRO ambulance p.27 climate change. 2021 is a make or Adelan fuel cells in UK programme p.28 break year to deal with the global Wilhelmsen zero emission HySHIP p.29 climate emergency. Hydrogen fuel cell yacht p.30 NEWS p.10 EVENTS p.30 HYDROGEN FUEL CELL BUSES IN UK CITIES WORLD’S FIRST in tackling air pollution in the city.” Councillor Douglas Lumsden added: “It is HYDROGEN FUEL CELL fantastic to see the world’s first hydrogen- DOUBLE DECKER BUS IN powered double decker bus arrive in ABERDEEN Aberdeen.
    [Show full text]
  • Energy and the Hydrogen Economy
    Energy and the Hydrogen Economy Ulf Bossel Fuel Cell Consultant Morgenacherstrasse 2F CH-5452 Oberrohrdorf / Switzerland +41-56-496-7292 and Baldur Eliasson ABB Switzerland Ltd. Corporate Research CH-5405 Baden-Dättwil / Switzerland Abstract Between production and use any commercial product is subject to the following processes: packaging, transportation, storage and transfer. The same is true for hydrogen in a “Hydrogen Economy”. Hydrogen has to be packaged by compression or liquefaction, it has to be transported by surface vehicles or pipelines, it has to be stored and transferred. Generated by electrolysis or chemistry, the fuel gas has to go through theses market procedures before it can be used by the customer, even if it is produced locally at filling stations. As there are no environmental or energetic advantages in producing hydrogen from natural gas or other hydrocarbons, we do not consider this option, although hydrogen can be chemically synthesized at relative low cost. In the past, hydrogen production and hydrogen use have been addressed by many, assuming that hydrogen gas is just another gaseous energy carrier and that it can be handled much like natural gas in today’s energy economy. With this study we present an analysis of the energy required to operate a pure hydrogen economy. High-grade electricity from renewable or nuclear sources is needed not only to generate hydrogen, but also for all other essential steps of a hydrogen economy. But because of the molecular structure of hydrogen, a hydrogen infrastructure is much more energy-intensive than a natural gas economy. In this study, the energy consumed by each stage is related to the energy content (higher heating value HHV) of the delivered hydrogen itself.
    [Show full text]
  • Conversion of a Gasoline Internal Combustion Engine to a Hydrogen Engine
    Paper ID #3541 Conversion of a Gasoline Internal Combustion Engine to a Hydrogen Engine Dr. Govind Puttaiah P.E., West Virginia University Govind Puttaiah is the Chair and a professor in the Mechanical Engineering Department at West Virginia University Institute of Technology. He has been involved in teaching mechanical engineering subjects during the past forty years. His research interests are in industrial hydraulics and alternate fuels. He is an invited member of the West Virginia Hydrogen Working Group, which is tasked to promote hydrogen as an alternate fuel. Timothy A. Drennen Timothy A. Drennen has a B.S. in mechanical engineering from WVU Institute of Technology and started with EI DuPont de Nemours and Co. in 2010. Mr. Samuel C. Brunetti Samuel C. Brunetti has a B.S. in mechanical engineering from WVU Institute of Technology and started with EI DuPont de Nemours and Co. in 2011. Christopher M. Traylor c American Society for Engineering Education, 2012 Conversion of a Gasoline Internal Combustion Engine into a Hydrogen Engine Timothy Drennen*, Samual Brunetti*, Christopher Traylor* and Govind Puttaiah **, West Virginia University Institute of Technology, Montgomery, West Virginia. ABSTRACT An inexpensive hydrogen injection system was designed, constructed and tested in the Mechanical Engineering (ME) laboratory. It was used to supply hydrogen to a gasoline engine to run the engine in varying proportions of hydrogen and gasoline. A factory-built injection and control system, based on the injection technology from the racing industry, was used to inject gaseous hydrogen into a gasoline engine to boost the efficiency and reduce the amount of pollutants in the exhaust.
    [Show full text]
  • FACT SHEET 7: Liquid Hydrogen As a Potential Low- Carbon Fuel for Aviation
    FACT SHEET 7: Liquid hydrogen as a potential low- carbon fuel for aviation This fact sheet aims to explain how current aviation fuels operate before providing descriptions of how alternative fuel options, like sustainable aviation fuels (SAF) and liquid hydrogen, could help meet the rigorous climate targets set by the aviation industry. Secondly, this document explores the limitations and opportunities of liquid hydrogen when it comes to the manufacturing, safety, current uses and outlooks. This document concludes with a discussion on policy, mandates and incentives on the topic of hydrogen as a potential fuel for aviation. Introduction – Why hydrogen? Aircraft fly thanks to a combination of air and a combustion process that occurs in the aircraft engines. The primary source of energy is the fuel. Each kilogram of fuel, which would occupy less than 1 litre of volume, contains a significant amount of energy, 42.8 MJ [1]. If we could convert the energy of a 1L bottle of fuel into electric energy to power a cell phone, the battery would last for over 2 months. This energy is extracted in the combustion chamber of the engine in the form of heat; Compressed air enters the combustion chamber and gets heated up to temperatures nearing 1,500°C. This hot high- pressure air is what ultimately moves the aircraft forward. Kerosene is composed of carbon and hydrogen (hence it’s a hydrocarbon fuel). When the fuel is completely burned, these carbon and hydrogen molecules recombine with oxygen to create water vapor (H2O) and carbon dioxide (CO2) (Fig.1). August 2019 Emissions: From Combustion: H2O + CO2 Other: NOx, nvPM SOx, soot Fuel in (C + H) Figure 1 Schematic of a turbofan engine adapted from: [2] Carbon dioxide will always be created as a by-product of burning a carbon-based fuel.
    [Show full text]
  • THE SURFACE CATALYSIS of the ORTHO-PARA CONVERSION in LIQUID HYDROGEN by PARAMAGNETIC OXIDES on ALUMINA DISSERTATION Presented I
    THE SURFACE CATALYSIS OF THE ORTHO-PARA CONVERSION IN LIQUID HYDROGEN BY PARAMAGNETIC OXIDES ON ALUMINA DISSERTATION Presented in Partial Fulfillment of the Requirements for the Degree Doctor of Philosophy in the Graduate School of The Ohio State University By CLARENCE MARION CUNNINGHAM, B.S., M.S. The Ohio State University 1954 Approved by: l i ACKNOWLEDGMENTS Grateful acknowledgment is made to Professor Herrick L. Johnston, who suggested this research; to Dr. Michael Hoch, who assisted in the preparation of the X-ray data; and to Mr. Lester E. Cox, who assisted in the design and construction of the catalytic reaction apparatus. iii TABLE OF CONTENTS Page INTRODUCTION............................................................................. 1 Statement of Problem 1 Scope of Problem ............... 1 Review of Recent Developments ........... 2 EXPERIMENTAL ......................................... 6 A pparatus .................................. 6 Purification and Reaction System ... 6 Sampling and Analytical System ..... 13 Surface area Apparatus ................................ 15 Preparation of Gatalysts ........................ ...... 19 Solid Solutions ............................. 19 Impregnated Carriers ............... 20 Catalytic Runs ............................................. 24 THEORETICAL DEVELOPMENT ............................................ 26 RESULTS .................................................................................................. 31 Characteristics of C atalysts ................. 31 Chromic Acid
    [Show full text]
  • SAFETY STANDARD for HYDROGEN and HYDROGEN SYSTEMS Guidelines for Hydrogen System Design, Materials Selection, Operations, Storage, and Transportation
    NSS 1740.16 National Aeronautics and Space Administration SAFETY STANDARD FOR HYDROGEN AND HYDROGEN SYSTEMS Guidelines for Hydrogen System Design, Materials Selection, Operations, Storage, and Transportation Office of Safety and Mission Assurance Washington, DC 20546 PREFACE This safety standard establishes a uniform Agency process for hydrogen system design, materials selection, operation, storage, and transportation. This standard contains minimum guidelines applicable to NASA Headquarters and all NASA Field Centers. Centers are encouraged to assess their individual programs and develop additional requirements as needed. “Shalls” and “musts” denote requirements mandated in other documents and in widespread use in the aerospace industry. This standard is issued in loose-leaf form and will be revised by change pages. Comments and questions concerning the contents of this publication should be referred to the National Aeronautics and Space Administration Headquarters, Director, Safety and Risk Management Division, Office of the Associate for Safety and Mission Assurance, Washington, DC 20546. Frederick D. Gregory Effective Date: Feb.12, 1997 Associate Administrator for Safety and Mission Assurance i ACKNOWLEDGMENTS The NASA Hydrogen Safety Handbook originally was prepared by Paul M. Ordin, Consulting Engineer, with the support of the Planning Research Corporation. The support of the NASA Hydrogen-Oxygen Safety Standards Review Committee in providing technical monitoring of the standard is acknowledged. The committee included the following members: William J. Brown (Chairman) NASA Lewis Research Center Cleveland, OH Harold Beeson NASA Johnson Space Center White Sands Test Facility Las Cruces, NM Mike Pedley NASA Johnson Space Center Houston, TX Dennis Griffin NASA Marshall Space Flight Center Alabama Coleman J. Bryan NASA Kennedy Space Center Florida Wayne A.
    [Show full text]
  • Preparation and Characterization of Slush Hydrogen and Nitrogen Gels
    ; ; dg, NBS 378 Preparation and Characterization of Slush Hydrogen and Nitrogen Gels A.S. RAPIAL AND D.E. DANEY f&* OF 1* U.S. DEPARTMENT OF COMMERCE (A Q National Bureau of Standards %. *<"*AU <* ' Sy#i^;^^:v-SlSK: ;^' ^Sriaiii UNITED STATES DEPARTMENT OF COMMERCE Maurice H. Stans, Secretary NATIONAL BUREAU OF STANDARDS • A. V. Astin, Director NBS TECHNICAL NOTE 378 ISSUED MAY 1969 PREPARATION AND CHARACTERIZATION OF SLUSH HYDROGEN AND NITROGEN GELS A.S. RAPIAL AND D.E. DANEY Cryogenics Division Institute for Basic Standards National Bureau of Standards Boulder, Colorado 80302 NBS Technical Notes are designed to supplement the Bureau's regular publications program. They provide a means for making available scientific data that are of transient or limited interest. Technical Notes may be listed or referred to in the open literature. For sale by the Superintendent of Documents, U.S. Government Printing Office, Washington, D.C., 20402 Price 50 cents. TABLE OF CONTENTS Page LIST OF FIGURES IV LIST OF TABLES iv ABSTRACT . I 1. Introduction . 1 2. Gel Models . 4 2. 1 Gelled Liquid 4 2. 2 Gelled Slush 9 3. Apparatus 11 4. Experimental Technique 19 5. Experimental Results . 22 5. 1 Gelled Liquid Nitrogen 22 5. 2 Gelled Slush Nitrogen 25 5. 3 Gelled Liquid Hydrogen 27 5. 4 Gelled Slush Hydrogen 29 6. Discussion of Results . 31 6. 1 Discussion of Errors 31 6. 2 Liquid Data . 33 6. 3 Slush Data . 34 6. 4 Observations 35 7. Conclusions . 36 8. Acknowledgments . 37 9. Nomenclature 37 10. References 38 11. Appendix —Approximate Conversion Factors 40 in LIST OF FIGURES Page Figure 1.
    [Show full text]
  • Stoichiometry of Chemical Reactions 175
    Chapter 4 Stoichiometry of Chemical Reactions 175 Chapter 4 Stoichiometry of Chemical Reactions Figure 4.1 Many modern rocket fuels are solid mixtures of substances combined in carefully measured amounts and ignited to yield a thrust-generating chemical reaction. (credit: modification of work by NASA) Chapter Outline 4.1 Writing and Balancing Chemical Equations 4.2 Classifying Chemical Reactions 4.3 Reaction Stoichiometry 4.4 Reaction Yields 4.5 Quantitative Chemical Analysis Introduction Solid-fuel rockets are a central feature in the world’s space exploration programs, including the new Space Launch System being developed by the National Aeronautics and Space Administration (NASA) to replace the retired Space Shuttle fleet (Figure 4.1). The engines of these rockets rely on carefully prepared solid mixtures of chemicals combined in precisely measured amounts. Igniting the mixture initiates a vigorous chemical reaction that rapidly generates large amounts of gaseous products. These gases are ejected from the rocket engine through its nozzle, providing the thrust needed to propel heavy payloads into space. Both the nature of this chemical reaction and the relationships between the amounts of the substances being consumed and produced by the reaction are critically important considerations that determine the success of the technology. This chapter will describe how to symbolize chemical reactions using chemical equations, how to classify some common chemical reactions by identifying patterns of reactivity, and how to determine the quantitative relations between the amounts of substances involved in chemical reactions—that is, the reaction stoichiometry. 176 Chapter 4 Stoichiometry of Chemical Reactions 4.1 Writing and Balancing Chemical Equations By the end of this section, you will be able to: • Derive chemical equations from narrative descriptions of chemical reactions.
    [Show full text]