Corrections for Heat Flux Measurements Taken on Launch Vehicles

Abstract

Knowledge of aerothermally induced convective heat transfer and plume induced radiative heat transfer loads is essential to the design of thermal protection systems (TPS) for launch vehicles. Aerothermal and radiative models are typically calibrated via the data from cylindrical, in-flight, flush-mounted surface heat flux gauges that are exposed to the external thermal and velocity boundary layers as well as thermal radiation. Typically, Schmidt-Boelter gauges, taking advantage of the 1-Dimensional Fourier's law, measure the incident heat flux. This instrumentation, when surrounded by low-conductivity insulation, has an exposed surface temperature significantly lower than the insulation. As a result of this substantial disturbance to the thermal boundary layer, the heat flux incident on the gauge tends to be considerably higher (potentially by factors of 2 or more) than it would have been on the insulation had the calorimeter not been there. In addition, the gauge can receive energy radially from the hotter insulation, contributing to the increase of the indicated heat flux. This paper will present an overview of an effort to model the heat flux gauge under typical flight conditions that includes an installation surrounded by high temperature insulation. The goal is to correct the measurements to reflect the local heat flux on the insulation had the instrument not been present. The three major components of this effort include: 1) a three-dimensional computational thermal math model including the internal conduction heat transfer details of a Schmidt-Boelter gauge, 2) a two-dimensional Navier-Stokes computational fluid dynamics (CFD) analysis to determine the effects on measurement of the rapidly changing thermal boundary layer over the near step changes in wall temperature, and 3) testing performed on flat plates exposed to an aerothermal environment in the Marshall Space Flight Center (MSFC) Improved Hot Gas Facility (IHGF). A brief summary of calibration issues will be presented, followed by the analytical efforts, as well as an update on testing results and preliminary model calibration results. Finally, recommendations will be made for installation and flight data corrections.