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Michael J. Wilson - One of the best experts on this subject based on the ideXlab platform.
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Monopropellant Hydrazine Thrusters for Use on the Atlas Centaur Upper Stage During the Lunar Reconnaissance Orbiter (LRO) and Lunar Crater Observation and Sensing Satellite (LCROSS) Missions
2016Co-Authors: Jeffrey P Honse, Carl T Bangasser, Michael J. WilsonAbstract:This paper discusses a Delta-Qualification test of Aerojet’s 6 and 9 lbf monopropellant hydrazine MR-106 thrusters for use on the Atlas Centaur upper stage while operating in an atypical mode and for an extended period of time. This qualification testing was performed in support of the Lunar Reconnaissance Orbiter (LRO) and Lunar Crater Observation and Sensing Satellite (LCROSS) missions. The primary objective of the LCROSS mission is to determine the presence or absence of water ice in a permanently shadowed crater near a lunar polar region. The accomplishment of this objective requires that the Atlas V rocket’s Centaur upper stage perform a LCROSS orbit insertion as well as a fly-by of the moon before the Centaur upper stage crashes into a lunar crater to create a debris plume. The LCROSS satellite will pass through the debris to collect and relay plume constituent data back to Earth. Prior to the LCROSS separation from the Centaur upper stage, the Centaur pneumatic Pressurization System will transition from regulated to blow-down mode, which requires that the thrusters operate at a lower propellant feed pressure than had previously been qualified. Furthermore, the Lunar Reconnaissance Orbiter (LRO) will be launched simultaneously with LCROSS, requiring the Centaur stage to be responsible for additiona
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delta qualification test of aerojet 6 and 9 lbf mr 106 monopropellant hydrazine thrusters for use on the atlas centaur upper stage during the lunar reconnaissance orbiter lro and lunar crater observation and sensing satellite lcross missions
45th AIAA ASME SAE ASEE Joint Propulsion Conference & Exhibit, 2009Co-Authors: Jeffrey P Honse, Carl T Bangasser, Michael J. WilsonAbstract:3Aerojet-General Corporation, Redmond, WA, 98052 This paper discusses a Delta-Qualification test of Aerojet’s 6 and 9 lbf monopropellant hydrazine MR-106 thrusters for use on the Atlas Centaur upper stage while operating in an atypical mode and for an extended period of time. This qualification testing was performed in support of the Lunar Reconnaissance Orbiter (LRO) and Lunar Crater Observation and Sensing Satellite (LCROSS) missions. The primary objective of the LCROSS mission is to determine the presence or absence of water ice in a permanently shadowed crater near a lunar polar region. The accomplishment of this objective requires that the Atlas V rocket’s Centaur upper stage perform a LCROSS orbit insertion as well as a fly-by of the moon before the Centaur upper stage crashes into a lunar crater to create a debris plume. The LCROSS satellite will pass through the debris to collect and relay plume constituent data back to Earth. Prior to the LCROSS separation from the Centaur upper stage, the Centaur pneumatic Pressurization System will transition from regulated to blow-down mode, which requires that the thrusters operate at a lower propellant feed pressure than had previously been qualified. Furthermore, the Lunar Reconnaissance Orbiter (LRO) will be launched simultaneously with LCROSS, requiring the Centaur stage to be responsible for additional maneuvers to position the LRO spacecraft on its correct trajectory. For a more typical mission, the Atlas V Centaur upper stage is not used after spacecraft separation. Since the Centaur upper stage will accompany the LCROSS satellite to the moon, and because the Aerojet Rocket Engine Modules (REMs) that are installed on the Centaur upper stage will be partially responsible for performing the lunar trajectory maneuvers en route to the moon for both the LRO and LCROSS spacecrafts, additional life and low pressure operation beyond that which was qualified for the REMs was required. In June of 2008, DeltaQualification testing on an Aerojet MRM-106D Centaur REM successfully validated the engines’ capability of achieving these mission needs with margin.
Márquez López Maravillas - One of the best experts on this subject based on the ideXlab platform.
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Estudio de viabilidad de implementar un eyector en un motor turbofán como mecanismo para presurizar el aire de cabina
2020Co-Authors: Márquez López MaravillasAbstract:[ES] En este proyecto se realiza un estudio detallado sobre la viabilidad de implementar el uso de un eyector en el sistema de presurización de cabina para una aeronave, de manera que las tomas de flujo estarán acopladas a 2 puntos distintos de la arquitectura del motor (pudiendo ser desde una toma del ambiente hasta una tras la 3a etapa de compresión del compresor de alta presión (HPC)) y se obtendrá en la sección de salida del eyector la presión deseada en cabina. El estudio pretende identificar las condiciones de vuelo y arquitecturas, en cuanto al posicionamiento del eyector en el motor, más prometedoras frente al enfoque tradicional, enfoque que no emplea eyector y en el que el flujo es sangrado directamente desde una etapa de compresión en la que se alcanzan condiciones de presión similares a las deseadas. Además, de entre las opciones más prometedoras se seleccionará aquella arquitectura que presente mayor capacidad de mejora para definir las condiciones de operación del eyector y pasar a optimizar su geometría. Como diseño de partida se ha empleado el diseño de un estudio preliminar en el cual se optimizó la geometría interna de un eyector para unas condiciones de operación que no son exactamente las requeridas, pero se modificar´an tras haber seleccionado la arquitectura y condiciones de vuelo óptimas y se proceder´a a su optimización, haciendo uso de programas de simulación de mecánica de fluidos computacional, y entendiéndose como diseño óptimo aquel que maximice el ratio entre el gasto másico secundario y la corriente principal. Así mismo, se realizará para la arquitectura seleccionada un estudio de sensibilidad para estudiar la influencia que tienen la altitud y Mach de vuelo sobre las prestaciones del motor, con la intención de determinar las fortalezas y debilidades del sistema propuesto, así como estudiar su rango de aplicación.[EN] In this project, it is carried out a detailed study about the feasibility of implementing the use of an ejector in the cabin Pressurization System for an aircraft, so that the flow intakes will be coupled to 2 different points of the engine architecture (that may be from an environmental take, until a take behind the third stage of compression of the High Pressure Compressor (HPC)), and the pressure in de ejector’s outlet will be the desired pressure in the cabin. The study aims to identify the flight conditions and architectures, regarding the positioning of the ejector in the engine, most promising compared to the traditional approach, an approach that does not use an ejector and in which the flow is removed directly from a compression stage in which pressure conditions are similar to those desired. Furthermore, among the most promising options, the architecture with the greatest improvement capacity will be chosen in order to define the ejector operating conditions and to optimize its geometry. It has been used the design of a preliminary study. In this study it was optimized the internal geometry of an ejector for operating conditions that are not exactly the ones required, but that will be modified after selecting the optimal architecture and flight conditions. It will be optimized using computational fluid mechanic simulation programs, with an optimal design that is understood as one that maximizes the ratio between the secondary and primary mass flow inlet. Likewise, a sensitivity study will be carried out for the selected architecture in order to study the influence of altitude and Mach number on engine performance, with the aim of determining the strengths and weaknesses of the proposed System, as well as studying its range of application.[CA] Aquest projecte realitza un estudi detallat sobre la viabilitat d’implementar l’ús d’un ejector al sistema de pressurització de la cabina per a una aeronau, de manera que les preses de flux estaran acoblades a 2 punts diferents de l’arquitectura del motor (podent ser des d’una presa de l’ambient fins una despr´es de la 3a etapa de compressi´o del compressor d’alta pressi´o (HPC)) i s’obtindrà en la secció d’eixida de l’ejector la pressió desitjada a la cabina. L’estudi pretén identificar les condicions de vol i arquitectures, en referència al posicionament de l’ejector al motor, m´es prometedores enfront a l’enfocament tradicional, enfocament que no empra ejector i en el que el flux és extret directament des d’una etapa de compressi´o a la que s’aconsegueixen condicions de pressió similars a les desitjades. A m´es, d’entre les opcions més prometedores es seleccionar`a l’arquitectura que presente major capacitat de millora per a definir les condicions d’operaci´o de l’ejector i passar a optimitzar la seua geometria. Com a disseny de partida, s’ha emprat el disseny d’un estudi preliminar on es va optimitzar la geometria interna d’un ejector per a unes condicions d’operació que no són exactament les requerides, però es modificaran després d’haver seleccionat l’arquitectura i les condicions del vol òptimes i es procedirà a la seua optimització, fent ús de programes de simulació de mecànica de fluids computacional, entenent-se com a disseny òptim aquell que maximitze el ràtio entre el flux màssic secundari i la corrent principal. Així mateix, es realitzarà per a l’arquitectura seleccionada un estudi de sensibilitat per a estudiar la influència que tenen l’altitud i el Mach de vol sobre les prestacions del motor, amb la intenci´o de determinar les fortaleses i debilitats del sistema proposat, així com estudiar el seu rang d’aplicació.Márquez López, M. (2020). Estudio de viabilidad de implementar un eyector en un motor turbofán como mecanismo para presurizar el aire de cabina. http://hdl.handle.net/10251/148551TFG
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Estudio de viabilidad de implementar un eyector en un motor turbofán como mecanismo para presurizar el aire de cabina
'Universitat Politecnica de Valencia', 2020Co-Authors: Márquez López MaravillasAbstract:[ES] En este proyecto se realiza un estudio detallado sobre la viabilidad de implementar el uso de un eyector en el sistema de presurización de cabina para una aeronave, de manera que las tomas de flujo estarán acopladas a 2 puntos distintos de la arquitectura del motor (pudiendo ser desde una toma del ambiente hasta una tras la 3a etapa de compresión del compresor de alta presión (HPC)) y se obtendrá en la sección de salida del eyector la presión deseada en cabina. El estudio pretende identificar las condiciones de vuelo y arquitecturas, en cuanto al posicionamiento del eyector en el motor, más prometedoras frente al enfoque tradicional, enfoque que no emplea eyector y en el que el flujo es sangrado directamente desde una etapa de compresión en la que se alcanzan condiciones de presión similares a las deseadas. Además, de entre las opciones más prometedoras se seleccionará aquella arquitectura que presente mayor capacidad de mejora para definir las condiciones de operación del eyector y pasar a optimizar su geometría. Como diseño de partida se ha empleado el diseño de un estudio preliminar en el cual se optimizó la geometría interna de un eyector para unas condiciones de operación que no son exactamente las requeridas, pero se modificar´an tras haber seleccionado la arquitectura y condiciones de vuelo óptimas y se proceder´a a su optimización, haciendo uso de programas de simulación de mecánica de fluidos computacional, y entendiéndose como diseño óptimo aquel que maximice el ratio entre el gasto másico secundario y la corriente principal. Así mismo, se realizará para la arquitectura seleccionada un estudio de sensibilidad para estudiar la influencia que tienen la altitud y Mach de vuelo sobre las prestaciones del motor, con la intención de determinar las fortalezas y debilidades del sistema propuesto, así como estudiar su rango de aplicación.[EN] In this project, it is carried out a detailed study about the feasibility of implementing the use of an ejector in the cabin Pressurization System for an aircraft, so that the flow intakes will be coupled to 2 different points of the engine architecture (that may be from an environmental take, until a take behind the third stage of compression of the High Pressure Compressor (HPC)), and the pressure in de ejector’s outlet will be the desired pressure in the cabin. The study aims to identify the flight conditions and architectures, regarding the positioning of the ejector in the engine, most promising compared to the traditional approach, an approach that does not use an ejector and in which the flow is removed directly from a compression stage in which pressure conditions are similar to those desired. Furthermore, among the most promising options, the architecture with the greatest improvement capacity will be chosen in order to define the ejector operating conditions and to optimize its geometry. It has been used the design of a preliminary study. In this study it was optimized the internal geometry of an ejector for operating conditions that are not exactly the ones required, but that will be modified after selecting the optimal architecture and flight conditions. It will be optimized using computational fluid mechanic simulation programs, with an optimal design that is understood as one that maximizes the ratio between the secondary and primary mass flow inlet. Likewise, a sensitivity study will be carried out for the selected architecture in order to study the influence of altitude and Mach number on engine performance, with the aim of determining the strengths and weaknesses of the proposed System, as well as studying its range of application.[CA] Aquest projecte realitza un estudi detallat sobre la viabilitat d’implementar l’ús d’un ejector al sistema de pressurització de la cabina per a una aeronau, de manera que les preses de flux estaran acoblades a 2 punts diferents de l’arquitectura del motor (podent ser des d’una presa de l’ambient fins una despr´es de la 3a etapa de compressi´o del compressor d’alta pressi´o (HPC)) i s’obtindrà en la secció d’eixida de l’ejector la pressió desitjada a la cabina. L’estudi pretén identificar les condicions de vol i arquitectures, en referència al posicionament de l’ejector al motor, m´es prometedores enfront a l’enfocament tradicional, enfocament que no empra ejector i en el que el flux és extret directament des d’una etapa de compressi´o a la que s’aconsegueixen condicions de pressió similars a les desitjades. A m´es, d’entre les opcions més prometedores es seleccionar`a l’arquitectura que presente major capacitat de millora per a definir les condicions d’operaci´o de l’ejector i passar a optimitzar la seua geometria. Com a disseny de partida, s’ha emprat el disseny d’un estudi preliminar on es va optimitzar la geometria interna d’un ejector per a unes condicions d’operació que no són exactament les requerides, però es modificaran després d’haver seleccionat l’arquitectura i les condicions del vol òptimes i es procedirà a la seua optimització, fent ús de programes de simulació de mecànica de fluids computacional, entenent-se com a disseny òptim aquell que maximitze el ràtio entre el flux màssic secundari i la corrent principal. Així mateix, es realitzarà per a l’arquitectura seleccionada un estudi de sensibilitat per a estudiar la influència que tenen l’altitud i el Mach de vol sobre les prestacions del motor, amb la intenci´o de determinar les fortaleses i debilitats del sistema proposat, així com estudiar el seu rang d’aplicació.Márquez López, M. (2020). Estudio de viabilidad de implementar un eyector en un motor turbofán como mecanismo para presurizar el aire de cabina. Universitat Politècnica de València. http://hdl.handle.net/10251/148551TFG
Jeffrey P Honse - One of the best experts on this subject based on the ideXlab platform.
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Monopropellant Hydrazine Thrusters for Use on the Atlas Centaur Upper Stage During the Lunar Reconnaissance Orbiter (LRO) and Lunar Crater Observation and Sensing Satellite (LCROSS) Missions
2016Co-Authors: Jeffrey P Honse, Carl T Bangasser, Michael J. WilsonAbstract:This paper discusses a Delta-Qualification test of Aerojet’s 6 and 9 lbf monopropellant hydrazine MR-106 thrusters for use on the Atlas Centaur upper stage while operating in an atypical mode and for an extended period of time. This qualification testing was performed in support of the Lunar Reconnaissance Orbiter (LRO) and Lunar Crater Observation and Sensing Satellite (LCROSS) missions. The primary objective of the LCROSS mission is to determine the presence or absence of water ice in a permanently shadowed crater near a lunar polar region. The accomplishment of this objective requires that the Atlas V rocket’s Centaur upper stage perform a LCROSS orbit insertion as well as a fly-by of the moon before the Centaur upper stage crashes into a lunar crater to create a debris plume. The LCROSS satellite will pass through the debris to collect and relay plume constituent data back to Earth. Prior to the LCROSS separation from the Centaur upper stage, the Centaur pneumatic Pressurization System will transition from regulated to blow-down mode, which requires that the thrusters operate at a lower propellant feed pressure than had previously been qualified. Furthermore, the Lunar Reconnaissance Orbiter (LRO) will be launched simultaneously with LCROSS, requiring the Centaur stage to be responsible for additiona
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delta qualification test of aerojet 6 and 9 lbf mr 106 monopropellant hydrazine thrusters for use on the atlas centaur upper stage during the lunar reconnaissance orbiter lro and lunar crater observation and sensing satellite lcross missions
45th AIAA ASME SAE ASEE Joint Propulsion Conference & Exhibit, 2009Co-Authors: Jeffrey P Honse, Carl T Bangasser, Michael J. WilsonAbstract:3Aerojet-General Corporation, Redmond, WA, 98052 This paper discusses a Delta-Qualification test of Aerojet’s 6 and 9 lbf monopropellant hydrazine MR-106 thrusters for use on the Atlas Centaur upper stage while operating in an atypical mode and for an extended period of time. This qualification testing was performed in support of the Lunar Reconnaissance Orbiter (LRO) and Lunar Crater Observation and Sensing Satellite (LCROSS) missions. The primary objective of the LCROSS mission is to determine the presence or absence of water ice in a permanently shadowed crater near a lunar polar region. The accomplishment of this objective requires that the Atlas V rocket’s Centaur upper stage perform a LCROSS orbit insertion as well as a fly-by of the moon before the Centaur upper stage crashes into a lunar crater to create a debris plume. The LCROSS satellite will pass through the debris to collect and relay plume constituent data back to Earth. Prior to the LCROSS separation from the Centaur upper stage, the Centaur pneumatic Pressurization System will transition from regulated to blow-down mode, which requires that the thrusters operate at a lower propellant feed pressure than had previously been qualified. Furthermore, the Lunar Reconnaissance Orbiter (LRO) will be launched simultaneously with LCROSS, requiring the Centaur stage to be responsible for additional maneuvers to position the LRO spacecraft on its correct trajectory. For a more typical mission, the Atlas V Centaur upper stage is not used after spacecraft separation. Since the Centaur upper stage will accompany the LCROSS satellite to the moon, and because the Aerojet Rocket Engine Modules (REMs) that are installed on the Centaur upper stage will be partially responsible for performing the lunar trajectory maneuvers en route to the moon for both the LRO and LCROSS spacecrafts, additional life and low pressure operation beyond that which was qualified for the REMs was required. In June of 2008, DeltaQualification testing on an Aerojet MRM-106D Centaur REM successfully validated the engines’ capability of achieving these mission needs with margin.
Carl T Bangasser - One of the best experts on this subject based on the ideXlab platform.
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Monopropellant Hydrazine Thrusters for Use on the Atlas Centaur Upper Stage During the Lunar Reconnaissance Orbiter (LRO) and Lunar Crater Observation and Sensing Satellite (LCROSS) Missions
2016Co-Authors: Jeffrey P Honse, Carl T Bangasser, Michael J. WilsonAbstract:This paper discusses a Delta-Qualification test of Aerojet’s 6 and 9 lbf monopropellant hydrazine MR-106 thrusters for use on the Atlas Centaur upper stage while operating in an atypical mode and for an extended period of time. This qualification testing was performed in support of the Lunar Reconnaissance Orbiter (LRO) and Lunar Crater Observation and Sensing Satellite (LCROSS) missions. The primary objective of the LCROSS mission is to determine the presence or absence of water ice in a permanently shadowed crater near a lunar polar region. The accomplishment of this objective requires that the Atlas V rocket’s Centaur upper stage perform a LCROSS orbit insertion as well as a fly-by of the moon before the Centaur upper stage crashes into a lunar crater to create a debris plume. The LCROSS satellite will pass through the debris to collect and relay plume constituent data back to Earth. Prior to the LCROSS separation from the Centaur upper stage, the Centaur pneumatic Pressurization System will transition from regulated to blow-down mode, which requires that the thrusters operate at a lower propellant feed pressure than had previously been qualified. Furthermore, the Lunar Reconnaissance Orbiter (LRO) will be launched simultaneously with LCROSS, requiring the Centaur stage to be responsible for additiona
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delta qualification test of aerojet 6 and 9 lbf mr 106 monopropellant hydrazine thrusters for use on the atlas centaur upper stage during the lunar reconnaissance orbiter lro and lunar crater observation and sensing satellite lcross missions
45th AIAA ASME SAE ASEE Joint Propulsion Conference & Exhibit, 2009Co-Authors: Jeffrey P Honse, Carl T Bangasser, Michael J. WilsonAbstract:3Aerojet-General Corporation, Redmond, WA, 98052 This paper discusses a Delta-Qualification test of Aerojet’s 6 and 9 lbf monopropellant hydrazine MR-106 thrusters for use on the Atlas Centaur upper stage while operating in an atypical mode and for an extended period of time. This qualification testing was performed in support of the Lunar Reconnaissance Orbiter (LRO) and Lunar Crater Observation and Sensing Satellite (LCROSS) missions. The primary objective of the LCROSS mission is to determine the presence or absence of water ice in a permanently shadowed crater near a lunar polar region. The accomplishment of this objective requires that the Atlas V rocket’s Centaur upper stage perform a LCROSS orbit insertion as well as a fly-by of the moon before the Centaur upper stage crashes into a lunar crater to create a debris plume. The LCROSS satellite will pass through the debris to collect and relay plume constituent data back to Earth. Prior to the LCROSS separation from the Centaur upper stage, the Centaur pneumatic Pressurization System will transition from regulated to blow-down mode, which requires that the thrusters operate at a lower propellant feed pressure than had previously been qualified. Furthermore, the Lunar Reconnaissance Orbiter (LRO) will be launched simultaneously with LCROSS, requiring the Centaur stage to be responsible for additional maneuvers to position the LRO spacecraft on its correct trajectory. For a more typical mission, the Atlas V Centaur upper stage is not used after spacecraft separation. Since the Centaur upper stage will accompany the LCROSS satellite to the moon, and because the Aerojet Rocket Engine Modules (REMs) that are installed on the Centaur upper stage will be partially responsible for performing the lunar trajectory maneuvers en route to the moon for both the LRO and LCROSS spacecrafts, additional life and low pressure operation beyond that which was qualified for the REMs was required. In June of 2008, DeltaQualification testing on an Aerojet MRM-106D Centaur REM successfully validated the engines’ capability of achieving these mission needs with margin.
Bandyopadhyay Alak - One of the best experts on this subject based on the ideXlab platform.
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Multi-Node Modeling of Cryogenic Tank Pressurization System Using Generalized Fluid System Simulation Program
2019Co-Authors: Bandyopadhyay Alak, Valenzuela, Juan G., Leclair, Andre C., Majumdar, Alok K.Abstract:Cryogenic Tanks are pressurized by inert gas such as Helium or Nitrogen to maintain the required pressure of the propellant delivered to the turbo-pump of a liquid rocket engine. Thermo-fluid System simulation tools are used to analyze the Pressurization process of a cryogenic tank. Most System level codes (GFSSP and ROCETS) use single node1 to represent ullage which is the gaseous space in the tank. Ullage space in a cryogenic tank is highly stratified because the entering inert gas is at ambient temperature whereas the liquid propellant is at a cryogenic temperature. A single node model does not account for the effect of temperature gradient in the ullage. High fidelity Navier-Stokes based CFD model of Tank Pressurization is not practical for running a long duration transient model with thousands and millions of nodes. A possible recourse is to construct a multi-node model with System level code that can account for ullage stratification
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Multi-Node Modeling of Cryogenic Tank Pressurization System using Generalized Fluid System Simulation Program
2019Co-Authors: Valenzuela, Juan G., Leclair, Andre C., Majumdar, Alok K., Bandyopadhyay AlakAbstract:This paper presents a multi-node model of autogenous Pressurization of cryogenic propellant in a flight tank using the Generalized Fluid System Simulation Program (GFSSP), a general purpose flow network code developed at NASA/Marshall Space Flight Center. Tests were conducted to measure the pressure and temperatures at the various axial locations of the stratified ullage at 75% and 45% fill level. Liquid nitrogen was pressurized by gaseous nitrogen from a supply tank while the drain valve from the tank remained closed during the Pressurization process. The ullage was discretized into 25 uniformly distributed nodes: 5 in the radial direction and 5 in the axial direction assuming the flow to be axisymmetric. Heat and mass transfer between the liquid and vapor has been modeled at the liquid vapor interface. Heat transfer between wall and vapor at the ullage has been accounted for by assuming heat transfer occurs by natural convection. The model also accounts for heat leak to the tank through the insulation and metal wall by heat conduction. The predicted pressures and temperatures are compared with the measured data