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NASA Facts Return to Flight External Tank ET-119 STS-121

NASA Facts Return to Flight External Tank ET-119 STS-121

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Published by Bob Andrepont

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Published by: Bob Andrepont on Apr 15, 2011
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04/15/2011

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National Aeronautics and Space Administration
      N      A      S      A
      f     a     c      t     s
www.nasa.govPreparing the External Tank
About six hours before Space ShuttleDiscovery’s launch, the bright orange 15-story-tall fuel tank is loaded with 535,000 gallons ofliquid hydrogen and oxygen. Just before liftoff,these super cold liquids are mixed and burnedby the shuttle’s three main engines, which gulpit at a rate equal to emptying the average sizebackyard swimming pool in 20 seconds.The external tank’s aluminum skin is a tenth-of-an-inch thick in most places and is coveredwith polyurethane-like foam averaging an inchthick, which insulates the propellants, preventsice formation on its exterior, and protects its
skin from aerodynamic heat during ight.
About 90 percent of the foam is applied byautomated systems, while the remainder isapplied manually.
Protuberance Air Load (PAL) Ramps
ET-119 is the rst external tank to y without
Protuberance Air Load Ramps – manuallysprayed wedge-shaped layers of foam alongthe pressurization lines and cable tray on theside of the tank. They were designed as asafety precaution to protect the tank’s cable
trays and pressurization lines from air ow
that could potentially cause instability in theseattached components. Previously, there weretwo PAL ramps on each external tank. One wasnear the aft end of the liquid oxygen tank, justabove the intertank, and the other was belowthe intertank, along the upper end of the liquidhydrogen tank. Both ramps extended about 5feet into the intertank area. The liquid oxygenPAL Ramp was 13.7 feet long and the liquidhydrogen PAL Ramp was 36.6 feet long. Theweight of foam removed was 37 pounds total.During the STS-114 mission in July 2005, videoanalysis indicated a piece of foam – approxi-mately 36 inches long at the longest point andapproximately 11 inches wide at its widestpoint – was lost from the external tank. Thelocation of the foam loss was approximately
15 feet below the ange that joins the intertank
to the liquid hydrogen tank, or approximately20 feet from the top of the liquid hydrogen PALramp. The event occurred at 127 seconds into
the ight. The imagery review, as well as on-orbit and post-ight inspections, indicated the
debris did not impact Discovery.
Return to FlightExternal Tank, ET-119
Ice Frost RampsBipod Fitting CloseoutPAL Ramp
 
The external tank project has spent nearly three yearstesting and analyzing the aerodynamics of the cabletrays and pressurization lines to determine the need forthe ramps. Enhanced structural dynamics math models
were created to better dene the characteristics of this
area of the tank and scaled models of the tank weretested in wind tunnels at the Marshall Space FlightCenter in Huntsville, Ala.; NASA’s Langley ResearchCenter in Hampton, Va.; NASA’s Glenn ResearchCenter in Cleveland, Ohio; and at the Canadian NationalResearch Council wind tunnel in Ottawa. A full-scalemodel of this section of the tank also was tested in awind tunnel at the Arnold Engineering and DevelopmentCenter at Arnold Air Force Base, Tenn. Computational
uid dynamics work was completed on full-stack (tank,
boosters and orbiter) models to better determine the
aerodynamic ow in this area.
Following STS-114, external tanks at NASA’s KennedySpace Center, Florida, were returned to the MichoudAssembly Facility outside New Orleans for detailedinspection of these PAL ramps as part of investigativework to understand and identify the most likely rootcause of the foam loss.Two teams were assigned to review foam perfor-mance and determine the most likely root causes.One team, composed of NASA’s top governmentand contractor experts on the space shuttle externaltank, investigated the foam loss with the intent ofdetermining root cause. Another team, chartered bythe Space Operations Mission Directorate at NASAHeadquarters in Washington, performed an inde-pendent engineering assessment of work required toresolve the foam loss issue.Three redesign options were studied as possibilitiesfor future improvements to the external tank. Theseincluded removing the PAL Ramp from the tank; modify-
ing the PAL ramp to a smaller conguration (mini-ramp);
and installing a trailing edge fence on the back side ofthe cable tray. The no-PAL Ramp option was chosen
because recent testing of actual ight hardware demon
-strated the current cable tray design did not pose aninstability concern.
A detailed verication and validation plan addressed
the entire spectrum of changes needed to remove thePAL ramp, including foam elimination and impacts to theattached hardware, including cable trays, pressuriza-tion lines and support brackets. Engineering processesincluded detailed modeling of the tank to validate anychanges. Additional tests are planned to ensure thatrequired design safety factors have been maintained onall components.Rigorous analysis and testing is under way to establish
that the external tank can be own safely without the PAL
ramps. Testing to verify aeroelastic, aerodynamic and
aerothermal loads was completed, indicating that ying
the tank without the PAL ramp did not pose additionalinstability, pressure or heating concerns.
Wind tunnel testing and computational uid dynam
-ics testing, using computers to study liquids and gasesin motion, will verify that the design environments
provided to the External Tank Project envelope the ight
environment.
Ice Frost Ramps
The main propulsion system pressurization lines andcable trays are attached along the length of the tankat multiple locations by metal support brackets. Thesemetal brackets are protected from forming ice and frostduring tanking operations by foam protuberances calledice/frost ramps. There are 34 ice/frost ramps on the tank,12 on the liquid oxygen tank, six on the intertank and16 on the liquid hydrogen tank. The size of the ice/frostramps is dependent upon location. The smaller rampson the liquid oxygen tank are roughly 1.5 feet long by1.5 feet wide by 5 inches high. Each weighs about 12ounces. The larger ramps on the liquid hydrogen tankare roughly 2 feet long by 2 feet wide by 1 foot high. Theyweigh approximately 1.7 pounds each.
PAL Ramps are manually sprayed wedge-shaped layers of foamalong the tank's pressurization lines and cable tray.External tank with PAL Ramps removed for the STS-121 mission.
 
Ascent/on-orbit imagery from STS-114 indicated foamloss from three liquid hydrogen ice/frost ramps. Onepiece of foam was approximately 7 inches by 2 inches, ina location approximately 15 feet from the top of the liquidhydrogen PAL ramp.Nondestructive evaluation techniques and dissection
activity on one tank in the inventory (ET-120) which hadundergone several pre-ight sequences of cryogenicchill-down and pressurization to ight-like levels revealed
cracks in ice/frost ramps. During dissection of one crack,a portion of the base foam was found to have verticaland horizontal cracks which separated into layers nearthe substrate, or base aluminum skin of the tank..Options to resolve the ice/frost ramp cracks are beingstudied, including the possibility of reshaping the rampsto reduce thermal stresses in the foam and to reduce theamount of foam used on each ramp. Wind tunnel testsare being conducted to verify the possibilities for anyredesign.The Space Shuttle Program management made a deci-
sion in April 2006 to y the ice/frost ramps in their currentconguration. The rationale for doing so was based on
several factors including the performance of the ice/frost
ramps on previous ights. Any design changes wouldneed to be thoroughly tested and certied before modi
-fying the tank. To do otherwise could result in moreuncertainly instead of reducing risk of the tank.Small foam ramps, called ice/frost ramp extensions,have been added to the ice/frost ramp locations wherethe PAL ramps were removed. The new extensions wereadded to make the geometry of these ice/frost rampsconsistent with other locations on the tank.
Testing and analysis continues for modications to the
ice frost ramp. New cameras will allow better insightinto the current ramp performance, which will help inthe redesign effort. Flying the current ice/frost rampslimits the design changes on the tank, which has already
undergone a signicant redesign with the removal of theProtuberance Air Load (PAL) ramp.
Bipod Closeout
Ascent/on-orbit imagery from STS-114 documented a7-inch-by-8-inch divot, or lump of missing foam, near
the tank’s left hand bipod attachment tting. The bipodttings use electric heaters to prevent ice buildup – apotential debris source – on bipod ttings. The bipod
design requires cabling to operate the heating system and
includes eight circuits – four for each bipod tting – that
run from the external tank ground umbilical carrier plate
to the heaters which are under the ttings themselves.These ttings connect the external tank to the orbiter
through the shuttle’s two forward attachment struts.Analysis indicates a probable cause of the divot duringthe STS-114 mission was cryoingestion, where gasesare pulled or ingested through leak paths into regionsunder the foam at cryogenic temperatures. These gasescondense into liquid during tanking on the launch pad,and later exand back into gases during ascent as thetank structure warms. This rapid expansion can causeincreases in pressure under the foam, potentially causingdivots to be liberated. For the bipod, the leak path for thisgas could have been through the heater or temperaturesensor wiring harness. Another potential contributor tothe cryoingestion scenario is the voids found in the mate-rial used to bond the wire harnesses to the substrate.These voids can act as reservoirs for the liquid nitrogeningested through the harness.To correct these problems, electrical harnesses thatservice the bipod heaters and temperature sensorswere removed and replaced with improved versionsthat are designed to reduce the potential for nitrogenleakage from the intertank through the cables into the
cryogenic region near the bipod ttings. Void spaces
beneath the cables were eliminated by using animproved bonding procedure to ensure completeadhesive coverage.
Current ice frost ramp conguration.
Ice/frost ramps are foam segments that protect against ice andfrost formation. There are 34 ice/frost ramps on the external tank.

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