AIAA 2001-3825

Page 1
 DESIGN AND MANUFACTURE OF AN
OXIDIZER TANK ASSEMBLY

Walter H. Tam, Mark D. Drey

Pressure Systems, Inc.
and
Donald E. Jaekle Jr.
PMD Technology
and
Laurie W. Larsson
Orbital Sciences Corporation

ABSTRACT qualification-by-similarity analysis was

An oxidizer tank assembly is required for a
new commercial spacecraft. This tank must
provide gas-free expulsion of oxidizer
propellant in a low gravity environment. An
internally mounted surface tension propellant
management device (PMD) is utilized to
achieve this goal. The vane-sponge type
PMD, constructed of titanium, was custom
designed for the spacecraft mission.
To minimize cost, an existing tank shell was
selected as baseline design and slightly
modified for the mission. No modification was
done to the tank membrane to maintain
qualification-by-similarity. The propellant tank
shell is constructed of solution treated and
aged (STA) 6AL-4V titanium alloy. This
material provides excellent strength to weight
characteristics and is widely used in the
aerospace industry for its excellent material
properties and manufacturability. The PMD is
constructed of annealed 6AL-4V titanium and
commercially pure titanium material.
Stress and fracture mechanics analyses were
performed to validate the tank shell for the
spacecraft mission. PMD performance
analysis was conducted to design the PMD.
Qualification testing was not required, but a
performed to validate the tank shell. A
protoflight test program, including vibration
testing, was performed on the first flight tank.
INTRODUCTION
In 1999 Pressure Systems Inc. (PSI) was
contracted to provide a full complement of
propulsion system tanks1 for a new-generation
commercial geosynchronous communications
satellite. The spacecraft utilizes dual mode
propulsion system, and new hydrazine fuel
and nitrogen tetroxide oxidizer tanks were
developed.
The new nitrogen tetroxide oxidizer tank is
designed to store nitrogen tetroxide propellant
and gaseous helium pressurant, and provides
the oxidizer to a complement of bipropellant
thrusters via propellant manifolds during the
three-axis stabilized velocity increment from
geotransfer to geosynchronous orbit. The tank
operates under pressure regulated mode. A
custom-designed, multi-element, internally-
mounted surface tension propellant
management device (PMD) ensures gas-free
expulsion of propellant upon demand in this
low gravity environment. A sketch of this tank,
with an outline of the PMD, is shown in Figure
1. Two tanks are required per spacecraft.

Page 2
 Figure 1: Oxidizer Tank Assembly

The propellant tank specification requirements are listed below in Table 1:

Table 1: Propellant Tank Assembly Design Requirements

Parameters Requirements
Operating Pressure MEOP is 300 psia @ 50°C (122°F), 50 cycles
Proof Pressure 375 psia @ 50°C (122°F), 12 cycles
Burst Pressure 450 psia minimum @ 50°C (122°F),
Material of Construction Membrane: 6Al-4V titanium, solution treated and aged
Inlet/outlet ports: 3Al-2.5V titanium
PMD: CP and 6Al-4V titanium
Expulsion Efficiency 99.79% minimum for depletion during LAE firing
99.60% minimum for depletion during DMT firing
Propellant Weight 492 lbm (223.2 kg) maximum nitrogen tetroxide
Propellant fill fraction 65% minimum, 95% maximum
Tank Capacity 9712 in3 minimum
Internal dimension 21.25” ID x 34.69” long
Overall Length 41.50”
Tank Weight 20.0 lbm maximum
Propellant Nitrogen tetroxide
Fluid Compatibility N2O4, GAr, GHe, GN2, D.I. water, Isopropyl alcohol
Shell Leakage <1x10-6 std cc/sec He @ 300 psia
Natural Frequency > 75 Hz in lateral direction
> 62 Hz in thrust direction
Failure Mode Leak Before Burst
On-Orbit Temperatures 50 to 122 °F (10 to 50 °C)
Shelf Life 3 years minimum
On Orbit Life 15 years minimum

Page 4
To minimize the overall program cost, an
existing, flight qualified tank shell was selected
as the baseline design, and modified to meet
the specification requirements. This is a
popular design approach2 widely used by PSI
to maximize value and minimize cost. The
cost reduction is the result of (1) eliminating
the need to fabricate a qualification tank, (2)
eliminating the need to conduct a weld
development and qualification program, (3)
eliminating the need to conduct a qualification
testing program, and (4) minimizing the
number of new engineering drawings, shop
travelers, and NC programs, and (5)
maximizing the use of existing tooling. This
design approach also provided schedule
assurance to the customer. However,
conservatism was still exercised, and
complete stress and fracture mechanics
analyses were conducted to validate the tank
shell in the new operating environment. A
Qualification-by-Similarity (QBS) report was
generated to document the QBS status.
All completed flight tanks require acceptance
testing prior to delivery. Because the
qualification testing was eliminated, the first
flight tank was subjected to protoflight vibration
testing. Both acceptance and protoflight
testing include tank shell integrity verification
and PMD functional testing.
• Temperature environment;
• Material properties, STA titanium;
• Material properties, annealed titanium;
• Volumetric requirements;
• Mass properties of tank shell material;
• Mass properties of fluid;
• Fluids used by the tank;
• Tank pressurization history;
• External loads;
• Girth weld offset and weld suck-in;
• Size of girth weld bead;
• Resonant frequency;
• Tank boundary conditions;
• Residual stress in girth weld;
• Load reaction points; and
• Design safety factors.
This stress analysis validated the use of the
existing tank shell design, plus the modified
mounting features, for the new mission
requirements. The analysis dynamic model
provided predictions on the first resonant
frequencies of the tank. The responses are
shown below:
Figure 2: First axial (Z) response

TANK ANALYSES

The tank analyses included stress analysis

and fracture mechanic analysis for the tank
shell, stress analysis for the PMD, and the
PMD performance analysis. Since the PMD is
completely enclosed within the tank shell, by
definition a fracture mechanics analysis is not
required for the PMD. All analyses used
assumptions, computer tools, test data and
experimental data utilized on a majority of the
pressure vessels and PMD’s successfully
designed, fabricated, tested and qualified
during the past three decades. Conservatism
was used throughout the analysis process,
and the worst case scenarios were analyzed.

TANK SHELL STRESS ANALYSIS

A stress analysis was performed to establish

that the tank meets the oxidizer tank
specification requirements. The analysis took
into consideration the requirements such as:

Page 5
Figure 3: First lateral (X) response The analysis concluded with positive margins of
safety for all design parameters, as summarized
in Table 2.

Table 2: Propellant Tank Safety Margins

Characteristics M.S.
Pressurant sphere, proof, yield +0.19
Pressurant sphere, burst, ultimate +0.09
Cylinder, proof, yield +0.17
Cylinder, burst, ultimate +0.05
Weld, proof, yield +0.17
Weld, burst, ultimate +0.07
Side boss, external load, yield >0.23
Side boss, external load, ultimate >0.17
Shell buckling, external load +3.21
Weld, external load, yield +2.10
Weld, external load, ultimate +2.00
Outlet/inlet tube, yield +10.50
Figure 4: First lateral (Y) response
Outlet/inlet tube, ultimate +6.60

TANK SHELL FRACTURE MECHANICS

ANALYSIS

A fracture mechanics analysis was performed

to establish whether the growth of an initial
flaw in the anticipated cyclic and sustained
pressure environment may cause a failure in
the tank shell. The analysis was performed
using external and internal stresses from the
stress analysis, and using NASA/FLAGRO
with minimum thicknesses as parameters.
Special fracture critical dye-penetrant and
radiographic inspections are required to detect
flaws. The minimum flaw size that can be
detected by such special fracture critical
inspections was used as initial flaw size for
this fracture mechanics crack propagation
analysis. The analysis was performed at:

• Girth welds and heat affected zones;

• Maximum pressure stress location in the
hemisphere;
• Maximum stress location in the cylinder;
• Maximum stress location in the cylinder
side boss;

Page 6
 • Maximum stress location in the PMD PERFORMANCE ANALYSIS AND
hemisphere/cylinder transition; PMD DESIGN
• Intersection between the hemisphere and
A comprehensive PMD performance analysis
the pressurant boss;
was performed to design and validate the
• Intersection between the hemisphere and PMD. The passive, all titanium, surface
the propellant boss; and tension propellant management device was
• Maximum external load stress in the designed to provide gas-free hydrazine
hemisphere near the pressurant and the delivery throughout the spacecraft mission. As
with most PMD’s, this PMD was designed
propellant bosses. specifically for the spacecraft mission. The
PMD is designed to (a) survive spinning
The fracture mechanics analysis established operations, (b) provide gas free propellant
the leak-before-burst (LBB) characteristics of delivery throughout mission, including system
the propellant tank. This analysis concluded priming, LAE ignition, and LAE steady state
that the existing tank shell meets all the firing, and (c) retain residual propellant in the
fracture mechanics requirements. The special aft end of the tank to prevent on orbit slosh
NDE requirement established by this fracture and CG migration.
mechanics analysis include:
• Special fracture critical dye-penetrant on The PMD was designed to be installed into the
tank shell outlined in Figure 1, with 10.625-
all surfaces; and
inch radius hemispherical heads and a 13.44-
• Special fracture critical radiograph on inch cylindrical center section. It was
welds. designed for use with nitrogen tetroxide
oxidizer. Additional features were
These requirements were instituted as part of incorporated into the design to provide optimal
the tank fabrication requirements. service. First, because the PMD is a passive
device with no moving parts, the design is
PMD STRESS ANALYSIS inherently reliable. Second, the design is
constructed entirely of titanium. Thus the
A PMD stress analysis was also performed to PMD is lightweight and offers exceptional
validate the structural integrity of the PMD compatibility, long life, and reliability. Finally,
design. The analysis took into consideration the PMD was designed not only to provide
design requirements such as material propellant during steady flow conditions but
properties, fluid properties, vibration loads, also to allow some operation in some off
and design safety factors. The PMD stress design conditions, thus providing additional
analysis concluded with positive margins of operational safety.
safety for all design parameters, as
summarized below: A sketch of the PMD is provided in Figure 5.
The key components of this PMD are:
Table 3: PMD Safety Margins 1) The Sponge,
2) The Geysering Limiting Baffle,
Characteristics M.S. 3) The Trough & Pick Up Assy, and
4) The Perforated Sheet.
Vane, Flexible, yield +0.28
Vane, Rigid, yield +0.15 All PMD components are located over the tank
outlet.
Pickup assembly, yield +0.09
Top plate, yield +0.30 The sponge: The sponge consists of 24
radial titanium sheet metal panels extending
Solid vane in trough, buckling +1.80
from the central support cylinder. The panels
Half dome cover, yield +0.51 are attached to the center post as well as the
geyser limiting baffle. Each panel is 2.5
Center post, fluid loads, yield +3.17
inches high and is positioned 0.75 inches
Center post, random vib, lateral, yield +1.98 above the pick up assembly to allow space for
the trough and to allow gas to be rejected

Page 7
from under the sponge during zero g. The
radial sponge panel position creates a
tapered gap between panels that ejects gas in
zero g and retains propellant during lateral
thruster firing.
22 of the 24 panels extend to within 0.75 and
1.25 inches of the tank wall at the base and
top of the sponge panels respectively. This
tapered gap aids gas bubble rejection in zero
g. The other two panels extend to within 0.1
Figure 5: PMD Configuration
Page 8
inch of the tank shell and to within 0.1 inch of
the pick up assy. These extended panels limit
propellant motion from one side of the sponge
to the other during despin. For this reason,
these two panels are solid. The other 22
panels are perforated to allow cross flow and
reduce metal mass.
The thickness of the titanium sponge panels
is determined by structural analysis and does
not affect the PMD functional properties.
The Geysering Limiting Baffle: On top of
the sponge is a geyser limiting baffle that
consists of a 7.5-inch diameter plate designed
to limit axial flow near the tank centerline. This
limits geysering near the sponge. The plate is
designed to support the sponge panels as
well. The baffle is partially perforated with
large holes for the purpose of weight
reduction, but still offers sufficient solid area to
limit geysering.
The thickness of the baffle is determined by
structural analysis and does not affect the
PMD functional properties.
The Trough & Pick Up Assy: Below the
sponge is a trough that retains liquid over the
pick up window during the high Z axis spin
phase of the mission. The trough is a semi-
cylindrical housing with a sloped top. The
opening to the trough is inboard (on the trough
diameter) and 0.7 inches high. The slope in
the top of the trough is designed to push gas
bubbles out of the trough during zero g coast.
Inside, and bisecting, the trough is a fin which
limits the cross flow within the trough.
Below the trough is the pick up assembly
containing an off axis, perforated sheet
covered window. The window flow area is
2.07 in2 nominal and 1.83 in2 minimum. The
window location is a minimum of 2.5 inches
from the trough entrance and 4.3 inches from
the propellant surface during the 60 rpm spin.
The perforated sheet has 0.008 inch maximum
diameter electron beam drilled holes on a 2:1
approximate spacing to hole diameter on a 60
degree array. The pick up assembly provides
a flow path from the perforated sheet to the
propellant outlet.
The Perforated Sheet: The perforated sheet
is located over the tank outlet, inside of the
trough. This is the only location of a porous
capillary barrier in the PMD design. This PMD
contains no screen. The perforated sheet was
chosen to have low flow losses while
maintaining a bubble point in excess of twice
the loads applied. The perforated sheet is
fabricated from titanium sheet with electron
beam drilled holes a maximum of 0.008 inches
in diameter. The open area is approximately
22% of the total area.
Page 9
PMD OPERATIONS
The Oxidizer Tank PMD is designed to
provide gas free propellant to the tank outlet
throughout the mission. During ground
operations, the PMD is designed to enable
tank filling, tank handling, and tank draining.
During launch, the PMD does not function and
is designed to maintain propellant over the
perforated sheet and not be adversely
affected by the launch conditions
encountered. During the final stages of
ascent, the spacecraft is spun up to 60 rpm
during which a large solid rocket upper stage
motor is fired (AKM Firing). Subsequently,
the spacecraft is despun without using any
NTO. During the despin operations, a flat
spin may be encountered and the PMD is
designed to survive flat spin with no
compromise in future PMD operations. The
PMD is designed to provide gas free
propellant to the tank outlet subsequent to the
spinning operation. The primary use of the
PMD is to provide gas free NTO during the
three axis stabilized ascent following launch.
In addition, the PMD is designed to retain
residual propellant in the aft end of the tank
while on orbit – thus preventing any significant
CG shift due to NTO movement.
FLOW PATH THROUGH THE PMD
The flow path through the PMD is illustrated in
Figure 6. The propellant flows between and
around the sponge panels to the trough
entrance. The trough entrance is inboard and
propellant access outside the trough entrance
is uninhibited by the sponge panels – all but
two are elevated above the trough. A solid
metal fin bisects the trough, forcing propellant
to flow to the perforated window on either side
of the trough and preventing propellant from
flowing from one side of the trough to the
other. Once propellant passes through the
pick up assy perforated sheet window, it flows
freely to the tank outlet. The perforated sheet
window is the only capillary barrier to gas
within the PMD. This PMD is designed to
minimize flow losses. The maximum flight
flow loss through the PMD, including the
outlet region, is calculated to be less than
0.04 psid (except at depletion where the sheet
bubble point of 0.08 psi will raise the flow loss
to 0.12 psid).
 Figure 6: Flow Path Within the PMD
GROUND OPERATIONS
The ground operations can be divided into
three parts; filling, handling, and draining.
These are important not only from a flight
standpoint but also from a testing standpoint.
One must be able to fill the tank in a
reasonable time when following a standard
procedure. Similarly, handling and ground
draining must be accomplished without
excessive effort. Figure 7 shows these ground
operations.
Filling: Filling occurs with the tank upright in
the outlet down position. The tank is at
atmospheric pressure when propellant is
introduced into the tank through the propellant
outlet line. During the filling process, a small
quantity of gas may be trapped under the
perforated sheet window. Nominally, no gas
should be trapped. But assuming worst-case
Page 10
fill conditions, a small bubble may exist. This
gas is compressed significantly during
pressurization and is likely to be dissolved into
the unsaturated propellant. In any case, the
gas quantity is too small to be a concern. The
filling process is straightforward and should
introduce no difficulties either to the technician
or to the PMD.
Handling: Typical handling occurs with the
tank in the outlet down position. The tank can
be tilted significantly before gas will come into
contact with the perforated sheet. Gas will not
enter the pick up assembly during handling
because the PMD itself will act as a baffle
preventing gas from reaching the perforated
sheet. Additionally, the slosh amplitude
required to compromise the PMD functional
design is so large that it is unlikely gas will
come in contact with the perforated sheet.
 Figure 7: Operational Sequence: Ground Operations

Ground Fill
Ground Handling Ground Drain
Launch

may occur on the pad due to wind induced

Draining: Ground draining may have to be
vortex shedding and showed that gas will not
accomplished with propellants and will be
reach the perforated sheet. In addition, the
necessary with test fluids. The liquid
structural loads on the PMD was determined
remaining in the tank at the end of ground
to be less than the worse-case design load.
draining will have to be evaporated from the
tank, and it is desirable to minimize this
Figure 8 below is a representation of
quantity of liquid. The tank is drained in the
propellant position during ground slosh.
outlet down position. A small tilt may slightly
increase ground drain residuals as liquid is
trapped in a pool near the outlet. The ground Figure 8: Propellant Position During
drain residuals will be minimized by preventing Ground Slosh
significant tilt of the tank assembly during
draining. Ground draining does not present
any difficulties.

Ground Handling and Pad Slosh: The

primary concerns during ground handling are
the capillary integrity of the perforated sheet
and the structural loads on the sponge due to
pad slosh. To provide gas free propellant
demand during the operational phases of
mission, gas must not enter the pick up
assembly through the perforated sheet. If,
during handling or any other mission phase,
the tank is accelerated sufficiently to force gas
through the perforated sheet, that gas will be
ingested into the propulsion system, thus
compromising the performance of the PMD.
The PMD analysis examined the slosh which

Page 11
 ASCENT OPERATIONS to upright ground handling, there is no danger
of gas ingestion into the outlet pick up
Ascent operations can be divided into five assembly. Slosh during launch does not
stages: launch, 60 rpm spinning, AKM firing, provide a force large enough to drive gas into
despin, and, possibly, flat spin. The PMD is the perforated sheet. In addition, the
designed to withstand the structural loads positioning of the trough and sponge above
during these stages of ascent as well as the pick up assy provides a fluid stagnation
prevent gas from penetrating into the pick up region where fluid velocities will always be
assembly. Figure 9 below presents the small. Even if gas were driven down toward
operational sequence of the ascent the pick up assembly by slosh, the sponge,
operations. trough, and the sheet itself will prevent the gas
from penetrating into the pick up assy. Launch
Launch: The PMD is designed to be is illustrated in Figure 7 (similar to ground
launched in the outlet down position. Similar handling).

Figure 9: Operational Sequence: Ascent Operations

5 & 60 rpm Z Axis Spinning AKM Shutdown

5 rpm Flat Spin

Despin

Page 12
Simple Spin: After the initial launch, the Figure 11: Propellant Position After AKM
vehicle is spun up to 60 rpm about a spin axis Firing
parallel to the tank centerline and 30.3 inches
away (inboard of the trough). Oxidizer is not
used to spin up or spin down the vehicle.
During simple spinning, the propellant is
positioned outboard by the centripetal forces.
The propellant interface is cylindrical and the
trough entrance is submerged. Simple
spinning at the minimum fill fraction is
illustrated in Figure 10.

During 60 rpm spinning the main concerns

are: (a) the porous element loads, (b) the
submergence of the trough entrance, (c) the
trough’s ability to accommodate slosh, and d)
the structural loads induced during AKM
ignition and shutdown. The PMD performance
analysis shows that the trough entrance and
the perforated sheet are submerged in the
propellant and gas exposure is not possible,
and the slosh load is not an issue.
AKM Shutdown: At AKM shutdown,
Figure 10: Propellant Position During propellant slosh will result. Propellant can
Simple Spinning move away from the outlet region during this
slosh as illustrated in the operational
sequence. Gas is prevented from reaching
the perforated sheet by the trough, which
keeps the window buried in propellant. Figure
12 shows the propellant position during AKM
shutdown.

Figure 12: Propellant Position during

AKM shutdown

AKM Firing: While the vehicle is spinning at

60 rpm, AKM firing occurs producing a large
axial acceleration. The propellant reorients in
the tank with the surface a paraboloid of
revolution. Propellant access is not required
during AKM firing but is possible with this
PMD. The propellant motion created by the
high g environment causes high loads on the
PMD sponge. The sponge is designed to
accommodate these loads. Figure 11 shows
the propellant position after AKM firing.

Page 13
Despin: After AKM firing, the vehicle is
despun from 60 rpm to between 0 and 5 rpm
very rapidly. The tangential acceleration
created by the rapid depin is large and the
propellant will move laterally in response to the
acceleration. The PMD is designed to prevent
any gas from reaching the perforated sheet
window during depin. Despin is illustrated in
the operational sequence. Figure 13 shows
the propellant position at the end of despin.
Figure 13: Propellant Position at the End
of Despin
5 rpm Spin: Following despin and after
separation from some launch vehicles, the
spacecraft is spinning about the Z axis at up to
5 rpm. At 5 rpm, the propellant location is
identical to 60 rpm spinning. 5 rpm Z axis spin
is illustrated in the operational sequence in
Figure 9.
Flat Spin: It is possible that the spacecraft
could enter a flat spin. The propellant will
continue to submerged the trough entrance
and the perforated sheet will not be exposed
to gas since at 5 rpm, the perforated sheet can
easily keep the gas from penetrating into the
pick up assy. 5 rpm flat spin is illustrated in
the operational sequence in Figure 9. Figure
14 below shows the propellant position during
a transition to flat spin.
Page 14
Figure 14: Propellant Position During a
Transition to Flat Spin
Separation: After the ascent, the spacecraft
is separated from the last launcher stage and
the spacecraft spun down to a 0.1 rpm Z axis
spin. No oxidizer is required for this despin.
ORBITAL OPERATIONS
System Priming: System priming of the
oxidizer tank will occur while the spacecraft is
spinning about its axis at up to 0.1 rpm. This
is the first demand from the oxidizer tank. In
the absence of the 0.1 rpm rotation, the gas in
the tank resides in a free floating spherical
bubble. The bubble is maintained away from
the trough entrance by the sponge. With a 0.1
rpm rotation, the bubble will be buoyed
inboard and slightly flattened by the centripetal
acceleration. The bubble is free to move
axially within the tank cylindrical section, but
away from the trough entrance. The liquid-gas
surface is not a cylinder in shape due to the
surface tension forces present. When oxidizer
is demanded during system priming, no gas
will be ingested into the PMD due to the large
distance between the bubble and the trough
entrance and the distance between the trough
entrance and the perforated sheet window.
System priming is illustrated in Figure 15, the
operational sequence for orbital operations.
 Figure 15: Operational Sequence: Orbital Operations

System Priming During 0.1 rpm Z Axis Spin Late Coasts

LAE Ignition LAE Firing Depletion

Steady Lateral Acceleration

Zero g Coast: The system priming oxidizer
position illustrated in Figure 15 operational
sequence is also the zero g coast oxidizer
position which will occur between each LAE
firing. As oxidizer is consumed, the slightly
flattened gas bubble will grow larger until it can
no longer fit within the tank. At this point, the
oxidizer in the upper hemisphere will no longer
be contiguous with the oxidizer within the
sponge. The sponge is designed to retain the
oxidizer needed for LAE ignition. Later in
mission zero g coast is illustrated in Figure 15.
LAE Ignition: The zero g coast positions
shown are also the propellant position at the
onset of LAE ignition. During the initial phase
of the LAE burn, oxidizer is reoriented to the
tank bottom by the settling acceleration. Upon
reaching the bottom of the tank, the propellant
continues its motion – forming a geyser in the
middle of the tank. The sponge is designed to
provide propellant during this ignition transient
and the geyser limiting baffle above the
sponge is designed to prevent the geyser from
stripping the sponge of its propellant. LAE

Page 15
ignition is illustrated in Figure 15. Figure 16
shows an LAE firing at 30% fill fraction.
Figure 16: Propellant Position at 30%
Fill Fraction
Initial Condition Geyser Formation
LAE Firing: As the LAE firing continues,
propellant is settled over the outlet by the main
engine acceleration. The acceleration is
sufficiently high to produce a flat propellant
surface in the tank with surface tension effect
limited to within an inch of two of the tank wall.
Propellant access is straightforward as
propellant flows between, through and around
the sponge panels to the trough entrance.
From the trough entrance, the propellant flows
directly to the perforated sheet, into the pick
up assy and out the tank outlet. LAE steady
firing is illustrated in the operational sequence.
Depletion: During the last LAE firing,
depletion can occur. Propellant is settled as
described above and access straight forward.
As propellant is consumed, the liquid surface
falls until the tough entrance is exposed to
gas. The surface tension effects will prevent
gas from entering the trough until nearly all the
propellant outboard of the entrance is
consumed. Finally, the trough propellant is
consumed and the perforated window is
exposed to gas. When sufficient area is
exposed, the flow losses will exceed the
bubble point and gas will be drawn into the
pick up assy. Since there are no other barriers
to gas, this marks depletion. Residual
propellant can be found in the sponge, in the
trough, and within pick up assy. The PMD is
designed to provide gas free propellant to the
Page 16
tank outlet during the required conditions until
the fill fraction of the tank falls below 0.5%
(0.1% is the goal). Depletion is illustrated in
the Figure 15 operational sequence.
At the end of the final LAE firing (and the last
use of propellant), up to 9.44 lbm of oxidizer
could reside in the tank. The PMD is designed
to prevent this propellant from migrating within
the tank during lateral thruster firings, which
produce a maximum acceleration of 0.00037
g. The last illustration in the operational
sequence of Figure 15 shows the propellant
held within, and around, the sponge during this
lateral acceleration. The propellant moves off
the tank centerline but is retained in the aft
end of the tank by the surface tension forces
within the sponge. See Figure 17.
Figure 17: Propellant Position at
Depletion
TANK SHELL DESIGN HERITAGE
This oxidizer tank is a derivative of an existing,
flight qualified tank. It belongs to PSI’s family
of 21.2-inch diameter propellant (diaphragm
and PMD) tank product line. See Figure 18.
The QBS is based on similarity to PSI P/N
80390-1, 80394-1, 80405-1, and 80406-1, all
of which have similar tank shells.
Modifications are limited to the propellant and
pressurant ports, the side mount, and the
internal PMD. The PMD in this tank is more
sophisticated than the PMD’s in its
predecessor tanks and offers significantly
more capabilities.
 Figure 18: Propellant tank heritage.

80390-1 80394-1

80405-1, -101 80406-1, -101

80426-1
TANK FABRICATION

The oxidizer tank shell consists of two

hemispherical heads and a cylindrical center
section. All three shell components are
machined from 6AL-4V titanium alloy forgings.
All raw forgings have annealed properties at
time of receipt. Each forging is rough
machined, solution treated and aged, and
finish machined to the tank shell thickness as
required by the stress analysis. The solution
heat treat process increases the strength of
the titanium alloy, thus minimizing the weight Figure 20: A Machined Head, ID
of the tank shell. The excellent strength to
weight property, coupled with its
manufacturability, make this titanium alloy the
material of choice for aerospace application.
Figures 19 and 20 show a machined
hemispherical head.
Figure 19: A Machined Head, OD

The PMD is installed on the propellant

hemisphere over the propellant outlet. PMD
installation is performed in two phases. Phase
1 installs the trough assembly (Figure 21) over
the propellant outlet. As shown in Figure 22.

Page 17
Figure 21: The Trough Assembly

Figure 22: The Trough Assembly

Installed Over the Propellant Outlet

Two girth welds are required to assemble the

tank. The first weld joins the propellant
hemisphere and the cylindrical center section.
See Figure 25.

Figure 25: The Welded Propellant

Hemisphere and Cylinder

Phase 2 is the installation of the completed

sponge assembly (Figure 23) over the trough
assembly, see Figure 24.

Figure 23: The Sponge Assembly

The second girth weld joins together the

hemisphere/cylinder assembly to the
pressurant hemisphere to complete the tank
closure. See Figure 26.
Figure 24: The Sponge Assembly
Installed Over the Trough Assembly Figure 26: The Propellant Tank Closure
Weld

Page 18
Both girth welds are subjected to radiographic
and dye penetrant inspections. After closure
the tank assembly is stress relieved in a
vacuum furnace to remove residual stress
from the weld operations. After the completion
of the acceptance tests, the propellant and
pressurant port shear plates are installed prior
to final clean and delivery.

A photograph of a completed tank is shown in

Figure 27.

Page 19
Figure 27: A Completed Oxidizer Tank
Assembly
TANK WEIGHT
The propellant tank weight per the
specification is not to exceed 20 lbs. The
actual tank weight of the protoflight unit is
17.87 lbs. With the addition of 0.94 lbs for the
two flex plates, the as-delivered tank weight is
18.81 lbs. Weight savings on a per shipset
basis is approximately 2.4 lbs.
PROTOFLIGHT TEST PROGRAM
The tank shell is qualified by similarity and a
tank qualification program is not required.
However, the first flight tank underwent
protoflight testing to verify the tank shell and
PMD design. Protoflight test consists of the
following tests:
- Preliminary examination
- Pre-proof volumetric capacity
- Ambient proof pressure test
- Post-proof volumetric capacity
- Differential pressure test
- Protoflight vibration test
- PMD bubble point test
- External leakage test
- Penetrant inspection of girth welds
- Radiographic inspection of girth welds
- Mass measurement
- Final visual examination
Page 20
- Cleanliness
Conservatism is exercised throughout the test
program, and all pressure testing is
temperature adjusted for the worst case
operating temperature (50 °C). Pass/Fail
criteria consists of acceptance type external
leak tests and non-destructive evaluations
conducted at intervals throughout the test
program.
Volumetric Capacity Examination: The
capacity of the oxidizer tank is measured
utilizing the weight of water method, using
clean, filtered deionized water as the test
medium. This test is conducted before and
after the proof pressure test to verify that the
proof pressure test does not significantly alter
the tank capacity. A successful validation
indicates that the tank shell is manufactured
properly and that the tank can operate in the
pressure environment under which it was
designed for. Typically, the volumetric growth
after proof pressure test is zero.
The post-proof test capacity examination also
serves to verify that the tank meets the
designed volume requirement.
Proof Pressure Test: The proof pressure test
is typically the first pressurization cycle applied
to the tank after fabrication. It is intended to
validate the workmanship by verifying the
strength and integrity of the tank shell. The
test must be conducted in a “safe”
environment to minimize hazards to test
technicians. The test is conducted
hydrostatically at proof pressure (375 psia,
normalized for test temperature) for a pressure
hold period of 1 minute minimum.
Differential Pressure Test: The oxidizer tank
must meet the pressure drop requirement of
not-to-exceed 5.0 psid at a maximum flow rate
of 0.1 lbm/sec. The test is conducted by
measuring the pressure differential between
ullage and the tank outlet while pressuring the
tank (and the test fluid) through the pressurant
port. The measured differential pressure is 4.0
psid.
Protoflight Vibration Test: The protoflight
vibration test is designed to verify the
workmanship of the PMD and the integrity of
the tank shell. There are only two phases of
the protoflight vibration testing: wet random
and wet sine. All three principal axes are
tested at each phase. The vibration spectrum
is listed below in Table 4. For both wet
random and wet sine vibration testing, the
protoflight tank is loaded with 492 lbm of
PF5060 performance fluid. The tank is
pressurized to MEOP for all vibration testing.
The vibration test fixture is designed to
simulate the tank-to-spacecraft installation
interface. The fixture is also sufficiently stiff to
be considered rigid for the test frequencies.
Control accelerometers are placed on the
vibration test fixture near each attachment
boss to control energy input. Tri-axial
response accelerometers are used to monitor
the tank responses. The vibration test setup is
presented in Figure 28.
Typical lateral and axial responses are shown
in Figure 29.

Table 4a: Protoflight Random Vibration Levels

Axis Frequency Range PSD Level (g2/Hz)

(Hz)
X, Y, and Z 20 0.01
20-50 +2.1 dB/oct
50-600 0.01875
600-2000 –1.6 dB/oct
2000 0.01
Overall 5.4 Grms
Duration: 60 seconds per axis
Wet Tank

Table 4b: Protoflight Sine Vibration Levels

Axis Frequency Acceleration Sweep Rate

(Hz) (g)
Spacecraft thrust 4-13.4 0.5 in DA 4 oct/min
(Z)
13.4-50 15.5
50-100 5.0
Spacecraft lateral 4-15.5 0.5 in DA 4 oct/min
(X)
15.5-50 10.6
50-100 4.5
Spacecraft lateral 4-8.4 0.5 in DA 4 oct/min
(Y)
8.4-50 6.8
50-100 3.0

Page 21
 Figure 28: Vibration Test Setup

Figure 29: Random Vibration Test Results

Lateral Response Axial Response

Page 22
PMD Functional Test: The tank assembly - Cleanliness
level PMD bubble point test is intended to
verify the PMD performance. Successful CONCLUSION
completion of the PMD bubble point test after
the vibration testing validates the PMD The oxidizer tank assembly has successfully
workmanship. concluded protoflight testing without failure.
The production program is in progress and two
External Leak Test: The external leak test flight tanks have been delivered.
verifies the integrity of the tank shell and also
serves to validate the above vibration testing. The oxidizer tank PMD is specifically designed
The tank is placed in a vacuum chamber, to meet the mission requirements. The PMD
evacuated to under 0.2 microns of mercury, has a simple, robust design and is easy to
and helium pressurized to 300 psia for 30 manufacture. It has been protoflight tested
minutes. The helium leak rate cannot exceed and shows excellent strength, durability, and
1 x 10-6 std cc per second after a 10-minute reliability.
stabilization period.
The oxidizer tank assembly is lightweight, high
Non-Destructive Examination: Following the performance, and easy to manufacture. The
pressure tests, the tank shell is screened for tank assembly is accomplished using standard
flaws using fracture critical penetrant manufacturing processes and procedures.
inspection and fracture critical radiographic Special materials and processes are not
inspection techniques. Tank acceptance after required.
NDE marks the successful completion of
protoflight testing. ACKNOWLEDGMENT
Cleanliness Verification: After the non- We wish to thank Mr. Mike Hersh, Mr. Gary
destructive examination, the interior of each Kawahara, Mr. Jerry Kuo, Mr. Bill Lay, Mr.
flight tank is cleaned to the cleanliness level Tom Meyer, Mr. Lou Rattenni, Mr. Joe Vaz
specified below in Table 5: and Mr. Ben Wada for their significant
Table 5: Tank Cleanliness Level contribution to the success of this program.
Additionally, thanks are expressed to Mr. John
Particle Size Range Maximum Allowed Bittle, Mr. Ray Button, Mr. Jim Judd, and Mr.
(Microns) per 100 ml Mike Tomasulo for their patience and
0 to 5 Unlimited dedicated support.
6 to 10 600 REFERENCE
11 to 25 80
26 to 50 20 1. M. Drey, A. Jackson, D. Jaekle, L. Rattenni,
51 to 100 4 A. Gaio, “Design and Manufacture of a
101 and over 0 Hydrazine Tank Assembly”, AIAA 2001-
3827
ACCEPTANCE TESTING
2. W. Tam, M. Debreceni, M. Hersh and C.
After the flight tank is assembled, it is Nye, “Low Cost Derivative Tanks for
subjected to the following acceptance tests Spacecraft and Launch Vehicles”, AIAA 99-
prior to delivery: 2831.
- Preliminary examination ABOUT THE AUTHORS
- Pre-proof volumetric capacity
- Ambient proof pressure Mr. Walter Tam is a Program Manager at
- Post-proof volumetric capacity Pressure Systems, Inc. (PSI), Commerce,
- PMD bubble point test California. Mr. Mark Drey is the Engineering
- External leakage test Manager at PSI.
- Penetrant inspection of girth welds
- Radiographic inspection of girth welds Mr. Don Jaekle Jr. is a PMD designer DBA PMD
- Mass measurement Technology, North Andover, Massachusetts.
- Final visual examination

Page 23