W. E. Moeckel (auth.), K. D. Timmerhaus (eds.)'s Advances in Cryogenic Engineering: Proceedings of the 1960 PDF

By W. E. Moeckel (auth.), K. D. Timmerhaus (eds.)

The 1960 Cryogenic Engineering convention Committee is happy to offer the papers of the 1960 Cryogenic Engineering convention. dialogue of the papers, anyplace to be had, has additionally been incorporated to make the papers extra helpful and engaging to the reader. This annual assembly once more has been held in Boulder, Colorado. Many delegates will bear in mind that comparable conferences have been held in Boulder in 1954, 1956 and 1957. although, this 12 months, as a result of endured progress of this convention, the nationwide Bureau of criteria Boulder Laboratories used to be joined by means of the varsity of Engineering of the college of Colorado in website hosting this 6th nationwide con­ ference. The Cryogenic Engineering convention Committee is worked up to recognize the aid of an article Committee which contributed worthwhile counsel within the tricky and thankless activity of screening the initial papers and in addition re­ viewing the ultimate drafts. This committee headedby R. B. jacobs, who additionally served as chairman for the convention Committee, consisted of R. W. Arnett, D. B. Chelton, R. J. Corruccini, T. M. Flynn, R. H. Kropschot, R. M. McClintock, A. F. Schmidt, L. E. Scott and W. A. Wilson.

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Additional resources for Advances in Cryogenic Engineering: Proceedings of the 1960 Cryogenic Engineering Conference University of Colorado and National Bureau of Standards Boulder, Colorado August 23–25, 1960

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Air condensation on the outside surfaces of the uninsulated tank. ge. This high 10ss rate might be compensated for with a suitable filling system. Assuming this approach for amoment, what wou1d this 10ss mean? Using a fivestage vehicle system as shown in Fig. 1, the hydrogen 10ss would amount to approximate1y 222,000 lbs, 70% of the total hydrogen load, for each hour prior to launch. In-Flight Losses Thus far, only those los ses existing during the countdown stage have been considered. Once the vehic1e was launched, second, third, fourth, and fifth stages could not be topped off.

Initial test work has been concerned with insulation systems for Oxygen- RP-l booster vehicles. Liquid nitrogen was used as the refrigerant in the single-piece clamshell. The upper and intermediate bulkheads were insulated with nitrogenfilled Fiberglas. In this configuration it was possible to hold the liquid oxygen without lass since all heat flux was absorbed by boiling clamshell nitrogen. 4 psig. Tests are continuing to fully evaluate all parameters that might affect clamshell performance. Insulation Se lectian With the information presented, it is possible to select, from a cryogenic viewpoint, the most suitable insulation for the three basic missions; booster, probe, and deep space.

O \ " 0·01 0'021. L ~ \ 0·03 0·04 0·05 Fig. 4. Vent-line longitudinal concentrationprofiles near the outlet. 55 A-5 the rate of back- diffusion, the molecular diffusion counter to the flow of a fluid in a conduit, is very low. Thefollowingare some estimated back-diffusion rates. (1) 10 micrograms per year of carbon dioxide from normal atmosphere containing 320 ppm of carbon dioxide, into liquid oxygen evaporating at a rate of 70 gal per day and venting through a 30 ft long, 6 in. pipe. (2) 300,000 micrograms per year of nitrogen from anormal atmosphere containing 78% nitrogen, into liquid oxygen at the above venting condition.

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