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The nose leading edge of the Hyper-X Mach 10 vehicle was orginally anticipated to reach temperatures near 4000 F at the leading-edge stagnation line. A SiC coated carbon/carbon (C/C) leading-edge material will not survive that extreme temperature for even a short duration single flight. To identify a suitable leading edge for the Mach 10 vehicle, arc-jet testing was performed on thirteen leading-edge segments fabricated from different material systems to evaluate their performance in a simulated flight environment. Hf, Zr, Si, and Ir based materials, in most cases as a coating on C/C, were included in the evaluation. Afterwards, MER, Tucson, AZ was selected as the supplier of the flight vehicle leading edges. The nose and the vertical and horizontal tail leading edges were fabricated out of a 3:1 biased high thermal conductivity C/C. The leading edges were coated with a three layer coating comprised of a SiC conversion of the top surface of the C/C, followed by a chemical vapor deposited layer of SiC, followed by a thin chemical vapor deposited layer of HfC. This paper will describe the fabrication of the Mach 10 C/C leading edges and the testing performed to validate performance.

This paper will present the evolution and rationale that has taken place to arrive at the current design for this challenging mission.

A NASA mission that will travel close to the sun requires a unique heatshield to protect the spacecraft and the instruments from the peak flux of 400 W/cm(sup 2) found at the mission's perihelion of 4 solar radii (~ 0.02 AU).

This paper considers the development process used to select the shield/antenna material satisfying the design requirements of the Solar Probe mission that will encounter a flux of 3000 suns at perihelion.

The continuing development of new spacecraft technologies promises to enable the Solar Probe to be the first mission to travel in the atmosphere or corona of the Sun. The most significant technology challenge is the thermal shield that would protect the spacecraft from the flux of 3000 Suns (400 W/cm**2) at the perihelion radius of 4 solar radii while allowing the spacecraft subsystems to operate at near room temperature.

This paper describes the preliminary design, development, and initial testing of prototype carbon-carbon components of the thermal protection system of the NASA STARPROBE spacecraft. The thermal protection system is designed to limit the spacecraft scientific instrument package to a maximum temperature of 55 C during the time of closest approach to the earth's sun when the peak radiative heating rate reaches 393 w/sq cm. The thermal protection system is comprised of a carbon-carbon thin shell primary shield and two carbon-carbon sandwich construction secondary shields which block reradiation from the primary shield to the spacecraft. These shields are joined and stiffened by carbon-carbon structural members and attached to the spacecraft with eight thin-walled carbon-carbon struts. Prototype parts of the principal components have been fabricated and will be tested in a solar radiative flux environment simulating peak mission values in late 1984.

A preliminary design of the thermal protection system for the NASA Solar Probe spacecraft is presented. As presently conceived, the spacecraft will be launched by the Space Shuttle on a Jovian swing-by trajectory and at perihelion approach to three solar radii of the surface of the Earth's sun. The system design satisfies maximum envelope, structural integrity, equipotential, and mass loss/contamination requirements by employing lightweight carbon-carbon emissive shields. The primary shield is a thin shell, 15.5-deg half-angle cone which absorbs direct solar flux at up to 10-deg off-nadir spacecraft pointing angles. Secondary shields of sandwich construction and low thickness-direction thermal conductivity are used to reduce the primary shield infrared radiation to the spacecraft payload.

Although design analyses of a G-90 graphite integral throat entrance for the Antares 3 solid rocket motor nozzle indicated acceptable margins of safety, the nozzle throat insert suffered a thermostructural failure during the first development firing. Subsequent re-analysis using properties measured on material from the same billet as the nozzle throat insert showed negative margins. Carbon-carbon was investigated and found to result in large positive margins of safety. The G-90 graphite was replaced by SAI fast processed 4-D material which uses Hercules HM 10000 fiber as the reinforcement. Its construction allows powder filling of the interstices after preform fabrication which accelerates the densification process. Allied 15V coal tar pitch is then used to complete densification. The properties were extensively characterized on this material and six nozzles were subjected to demonstration, development and qualification firings.

The thermostructural response of three candidate carbon-carbon composites for the Jovian entry probe heatshield was investigated. The analysis for the three materials, Sandia Felt, Carbitex 700, and SAI 4-D weave carbon-carbon was conducted using a dual finite element approach which involved heat conduction as well as the structural response. A receding boundary due to ablation and inertial loads encountered by the probe were included. Severe cracking, circumferential and radial, and interlaminar shear failure was observed during the radiative heating pulse for the Sandia Felt and Carbitex 700 materials, respectively. The 4-D weave material showed no failures over the entire entry.

The effect of initial probe heatshield shape on the total probe mass loss during Jovian entry is considered. Modification of the aerothermal environment and probe entry trajectory due to changing probe heatshield shape is included in a computerized technique designed for rapid assessment of the effect of probe initial shape on heatshield mass loss. Results obtained indicate the importance of trajectory and heating distribution coupling with probe shape and mass change.

Stagnation point heat transfer during hypervelocity

Radiative and convective heating during atmospheric entry