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NEW LIMITATION CHANGE

TO
Approved for public release, unlimited distribution

FROM
Distribution authorized to DoD only; Administrative/Operational Use; JAN 1968. Other requests shall be referred to National Aeronautics and Space Administration, Marshall Space Flight Center [I-E-J], Huntsville, AL.

AUTHORITY
USAEDC ltr, 12 Jul 1974

THIS PAGE IS UNCLASSIFIED

AEDC-TR-67-228

ALTITUDE DEVELOPMENTAL TESTING OF THE J-2 ROCKET ENGINE INPROPULSION ENGINE TEST CELL [J-4J [TEST J4-1801-04j

N. S. Dougherty, Jr. ARO, Inc.

"January

1968

Each transmittal of this document outside the Department cf Defense must hdve prior approval of NASA, Marshall Space Flight Center (I-E-J), Hluntsville, Alabama.

This document is subject to special export controls and each transmittal to foreign governments or foreign nationals may be made only wvth prior approval of NASA. Marshall Space Flight Center (I-E-J). Iluntsville, Alabama.

LARGE ROCKET FACILITY ARNOLD ENGINEERING DEVELOPMENT CENTER AIR FORCE SYSTEMS COMMAND ARNOLD AIR FORCE STATION, TENNESSEE

When U. S. Government drawings specifications, or other data are used for any purpose other than a definitely related Governmaent procurement operation, the Government thereby incurs no responsibility nor any obligation whatsoever, and the fact that the Government may have formulated, furnished, or in any way supplied the said drawings, specifications, or other data, is not to be regarded by implication or otherwise, or in any manner licensing the holder or any other person or corporation, or conveying any rights or permission to manufacture, use, or sell any patented invention that may in any way be related thereto.

Qualified users may obtain copies of this report from the Defense Documentation Center.

Reference- to named commercial products in this report are not to be considered in any sense as an endorsement of the product by the United States Air Force or the Government.

AEDC-TR-67-228

ALTITUDE DEVELOPMENTAL TESTING OF THE J-2 ROCKET ENGINE IN PROPULSION ENGINE TEST CELL (J-4) (TEST J4-1801-04)

N. S. Dougherty, Jr. ARO, Inc.

fEach

trapsmittal of 0i6s document outside the De-

Spartment

of Defense must have prior approval of NASA, Marshall Space Flight Center (I-E-J). Huntsville, Alabama.

This document is subject to special export controls and each transmittal to foreign goveinments or foreign nationals may be made only with prior approval of NASA, \Iashall Space Flight Center (I-E-i), Huntsville, Alabama.,

AF$*3DC A *7llm ,..i

!A

,EDC.T R.,7-778

S~FOREWORD

"

The work reported herein -vas sponsored' by the National Aeronautics

S~and Space Administration (NASA), Marshall Space Flight Center (MSFC), I ~unc-ea" System 921E, Project 9194.
results of the tests presented were obtained by AIRO, Inc. (a S~The S~subsidiary of Sverdrup & Parcel and Associates, Inc. ).. contract operator of the Arnold Engineering Development Center (AEDC), Air Force Systems Command (AFSC), Arnold Air Force Station, Tennessee, under S~Contract AF40(600)-1200. Program direction was provided by NASA/MSFC; engineering liaison was provided by North American Aviation, Inc., Rocketdyne Division, manufacturer of the J-2 rocket engine, and Douglas Aircraft Company, manufacturer of the S-IVB The testing reported herein was conducted on August 3, 1967, S~stage. S~in Propulsion Engine Test Cell (J-4) of the Large Rocket Facility S~(LRF) under ARO Project No, KA!801. The nranuscript was subi mitted for publication on October 2, 1967.

I'=w 11 mm
~Center

S~Information in this report is embargoed under the Department of -J'~ S~State International Traffic in Arms Regiilations. This report may be " m mae mm m m mm o m or S~released to foreign governments by departmentsm agencies . of the
U. S. Government subject to approval of NASA, Marshall Space Flight (I-E-J), or higher authorityr. Private individuals or firms

require a D-partment of State export license. This technical report has been reviewed and is approved. Harold Nelson, Jr. Captain, USAF .AF Leonard T. Glaser Colonel, USAF Director of rest

S~Directorate

Representative, LRF of Test

t
AEDC-TR-67-228

ABSTRACT M Four firings of the Rocketdyne J-2 rocket engine were conducted in Test Cell J-4 of the Large Rocket Facility. A fifth firing attempt was aborted at t - 1 sec because the gas generator oxidizer supply line contained liquid-phase oxidizer. The firings were accomplished during test period J4-1801-04 at pressure altitudes ranging from 100, 000 to 109, 500 ft at engine start at predicted maximum starting energy S-V/S-IVB first burn conditions and maximum and minimum energy orbital restarting conditions. Satisfactory engine operation was obtained. The accumulated firing duration was 95. 3 sec.

This document is subject to special export controls and each transmittal to foreign governments or foreign nationals may be made only with prior approval of l). I-F huntsNASA, Marshall Space Flight Center ( ville, Alabama.

iii

AEDC-T R-67-228

CONTENTS

Page ...................... ABSTRACT ......... ................... ....... NOMENCLATURE ..................... INTRODUCTION ..... ....................... APPARATUS ............ ..................... PROCEDURE ................ .............. RESULTS AND DISCUSSION .......... ............... SUMMARY OF RESULTS ..... .................... REFERENCES ........ . .... i... vii 1 1 7 8 19 20

I. II. III. IV. V.

... ...

APPENDIXES

I.

ILLUSTRATIONS

Figure 1. 2. Test Cell J-4 Complex ..... ............... .... 23 24

Test Call J-4, Artist's Conception ..............

3.
4. 5. 6. 7. 8.

Engine Details.

..

..................................
.

25
26 7 .... ... .. ... 28 29 31 33 37 38 40 44 45

S-IVB Battleship Stage/J-2 Engine Schematic Engine Schematic .......... .................

Engine Start Logic Schematic ............... Engine Start and Shutdown Sequence ............ Engine Start Conditions for Pump Inlets, Start .............. and Helium Tank ..... Engine Transient Operation, Firing 04A .........

STank,
9. 10. 11.

Engine Ambient and Combustion Chamber ... .............. Pressures, Firing 04A .... Thermal Conditioning History of Engine Components, Firing 04A .......... .................... ... Engine Transient Operation, Firing 04C .... .......

12. 13.

Engine Ambient and Combustion Chamber Pressures, ... .................... Firing 04C .......... Thermal Conditioning History of Engine Components, ..... .................. Firing 04C ........
v

"14.

AEDC-TRo67o72R

Figure 15. 16.

17.

Page Fuel Pump Start Transient Performance, Firing 04C .T.a.i. .O.r.t.o . .F . ............. Crossover Duct Cooldown Rate between Firings 04C
and 04B . . . . . . . . . . . . . . . . . . .. .. . . . Engine Ti-ansient Operation, Firing 04B .. . . .. ..

47
48 49 53

18. 19. 20. 21. 22. 23. 24. 25. 26. 27.

Engine Ambient and Combustion Chamber

Pressures, Firing 04B . .. .. ..

..

Thermal Conditioning History of Engine Components, Firing 04B .......... .................... ... ... 54 55 56 ... 60 61 63 64 65 66 69 70 Fuel Pump Start Transient Performance, .................... Firing 04B .......... Engine Transient Operation, Firing 04E .......... Engine Ambient and Combustion Chamber .............. Pressures, Firing 04E ....

Thermal Conditioning History of Engine Components, ... .................... Firing 04E .......... Gas Generator Oxidizer Supply Line Temperature History between Firing 04E and Firing Attempt 04D. Gas Generator Oxidizer Supply Line Conditioning ..................... Shroud ............ ...

Fuel System Resistance during Fuel Lead and Gas Generator Ignition Transient for Firings 04E and 02A. Gas Generator Start Transient Comparison, Firings 04E and 02A ...... ............... .. ... ...

28. 29.

Fuel Turbine Curvic Coupling Condition, Post................. Test J4-1801-04 ....... Fuel Turbine Blade Condition, Post-lest .................... J4-1801-04 .......... TABLES I. II. III, Major Engine Components .............. Summary of Engine Orifices .............

II.

... ...

71 72 73

Engine Modifications (between Tests J4-1801-03 and J4-1801-04) ..... ............... ...

vi

AEDC-TR-67-228 S

II. TABLES (Continued) IV. V. VI. VII. VIII. Engine Component Replacements (between Tests J4-1801-03 and J4-1801-04) .... ....... Engine Purge and Component Conditioning Sequence ...... .................. ... Summary of Test Requirements and Results Engine Valve Timings ........ Gas Generator Oxidizer Supply Line Temperatures at Engine Start ............. Test Condition Comparisons ......... X. III. IV. Engine Performance Summary ................. ........ ... ... ... ............

Page

73 74 75 76 77 78 79 80 96

SIX.

INSTRUMENTATION .....

METHODS OF CALCULATIONS (PERFORMANCE ........... . ......... PROGRAM) ...........

NOMENCLATURE

A ASI ES GG MOV Q STDV Sto t 4 AP VSC

Area, in. 2 Augmented spark igniter Engine start, designated as the time that helium control and ignition phase solenoids are energized Gas generator Main oxidizer valve Volume flow, gal/sec. Start tank discharge valve Defined as the time at which the opening signal is applied to the start tank discharge valve solenoid Vibration safety counts, defined as the time at which engine vibration was in excess of 150 g rms in a 960- to 6000-Hz frequency range Differential pressure, psi

vii
_ __

AEDC.TR-67-228

SUBSCRIPTS f
im

Force
Mass Throat

viii

AEDC-T R-67-228

SECTION I INTRODUCTION

Testing of the Rocketdyne J-2 Rocket Engine (S/N J-2052) using a Douglas Aircraft S-IVB battleship stage has been in progress since July 1966 at AEDC in support of the J-2 engine application on the Saturn IB and Saturn V launch vehicles for the NASA Apollo Program. Test J4-1801-04, reported herein, was conducted on August 3, 1967, and included four engine firings (04A, 04B, 04C, and 04E). A fifth firing attempt (04D) was aborted. The firings were accomplished at pressure altitudes ranging from 100, 000 to 109, 500 ft (geometric pressure altitude, Z, Ref. 1) at engine start in Propulsion Engine Test Cell (J-4) (Figs. 1 and 2, Appendix I) of the Large Rocket Facility (LRF) to investigate J-2 engine S-V/S-IVB start condition effects on (1) gas generator and augmented spark igniter chamber ignition characteristics and (2) fuel pump stall margin. Based on the results of the previous test conducted on July 26, 1967, J4-3801-03 (Ref. 2), a lower thermal conditioning "red line" limit was imposed on the oxidizer supply 1,ineAot the gas generator. This limit is defined as that condition permitting liquid oxidizer to fill the line beyond the liquid trap, which is designed to preclude the existence of liquid oxidizer in the gas generator at engine start.

SECTION II APPARATUS

2.1 TEST ARTICLE The test article was a J-2 rocket engine (Fig. 3) designed and aeveloped by Rocketdyn- Division of North American Aviation, Inc. -Aygen and liquid hydrogen as propellants and The engine uses liqu, has a thrust rating of 225, 000 lbf at an oxidizer-to-fuel mixture ratio of 5. 5. An S-IVB battleship stage was used to supply propellants to the engine. A schematic of the battleship stage is presented in Fig. 4. Listings of major engine components and engine orifices for this test period are presented in Tables I and 11, respectively (Appehdix II).

I
AE DCTR-67-228

All engine modifications and component replacements performed since the previous test pe=-iod are presented in Tables III and IV, respectively. The thrust chamber heater blankets were in place during this test period, although they were not utilized. t 2.1.1 J-2 Rocket Engine The J-2 rocket engine (Figs. 3 and 5, Ref. 3) features the following major components: 1. Thrust Chamber - The tubular-walled, bell-shaped thrust chamber consists of an 18. 6-in. -diam combustion chamber (8. 0 in. long from the injector mounting to the throat inlet) with a characteristic length (L*) of 24. 6 in., a 170. 4-in. 2 throat area, and a divergent nozzle with an expansion ratio of 27. 1. Thrust chamber length (from the injector flange to the nozzle exit) is 107 in. Cooling is accomplished by the circulation of engine fuel flow downward from the fuel manifold through 180 tubes and then upward through 360 tubes to the injector. Thrust Chamber Injector - The injector is a concentricorificed (concentric fuel orifices around the oxidizer post orifices), porous-faced injector. Fuel and oxidizer injector orifice areas are 25. 0 and 16. 0 in. 2, respectively. The porous material, forming the injector face, allows approximately 3. 5 percent of total fuel flow to transpiration cool the face of the injector. Augmented Spark Igniter - The augmented spark igniter unit is mounted on the thrust chamber injector and supplies the initial energy source to ignite propellants in the main combustion cbamber. The augmented spark igniter chamber is an integral part of the thrust chamber injector. Fuel and oxidizer are ignited in the combustion area by two spark plugs. Fuel Turbopump - The turbopump is composed of a twostage turbine-stator assembly, an inducer, and a seven-stage axial-flow punmp. The pump is self lubricated and nominally produces, at rated conditions, a head rise of 35, 517 ft (1225 psia) of liquid hydrogen at a flow rate of 8414 gpm for a rotor speed of 26, 702 rpm.

2.

3.

F.

4.

A E DC-T R-67-228

5.

Oxidizer Turbopump - The turbopump is composed of a two-stage turbine-stator assembly and a single-stage centrifugal pump. The pump is self lubricated and nominally produces, at rated conditions, a head rise of 2117 ft (1081 psia) of liquid oxygen at a flow rate of 2907 gpm for a rotor speed of 8572 rpm. bustion chamber containing two spark plugs, a pneumatically operated control valve containing oxidizer and fuel poppets, and an injector assembly The oxidizer and fuel poppets provide a fuel lead to the gas generator combustion chamber. The high energy gases produced by the gas generator are directed to the fuel turbine and then to the oxidizer turbine (through the turbine crossover duct) before being exhausted into the thrust chamber at an area ratio (A/At) of approximately 11.

"6. Gas Generator - The gas generator consists of a comn-

I
J X

7.

Propellant Utilization Valve - The motor-driven propellant utilization valve is on the oxidizer turbopump and mounted bypasses liquid oxygen from the discharge to the inlet side of the pump to vary engine mixture ratio. Propellant Bleed Valves - The pneumatically operated fuel and oxidizer bleed valves provide pressure relief for the boiloff of propellant: trapped between the battleship stage prevalves and main propellant valves at engine shutdown. Integral Hydrogen Start Tank and Helium Tank - The integral tanks consist of a 7258- ii. 3 sphere for hydrogen with a 1000-in. 3 sphere for helium located within it. Pressurized gaseous hydrogen in the start tank provides the initial energy source for spinning the propellant turbopumps during engine start. The helium tank provides a helium pressure supply to the engine pneumatic control system. Oxidizer Turbine Bypass Valve - The pneumatically actuated oxidizer turbine bypss valve provides control of the fuel turbine exhaust gasez; directed to the oxidizer turbine in order to control the oxidizer-to-fuel turbine spinup relationship. The fuel turbine exhaust gases which bypass the oxidizer turbine are discharged into the thrust chamber. Main Oxidizer Valve - The main oxidizer valve is a pneumatically actuated, two-stage, butterfly-type valve located in the oxidizer higl: pressure duct between the turbopump and the main injector. The first-stage actuator positions the main oxidizer valve at the 14-deg position to

8.

9.

10.

11.

AEDC-TR-67-228

obtain initial thrust chamber ignition; the- second-stage actuator ramps the main oxidizer valve full open to accelerate the engine to main-stage operation. 12. Main Fuel Valve - The main fuel valve is a pneumatically actuated butterfly-type valve located in the fuel high pressure duct between the turbopump and the fuel manifold. Pneumatic Control Package - The pneumatic control package controls all pneumatically operated engine valves and purges. Electrical Control Assembly - The electrical control assembly provides the electrical logic required for proper sequencing of engine components during operation. Primary and Auxiliary Flight Instrumentation Packages The instrumentation packages contain sensors required to monitor critical engine parameters. The packages provide environmental control for the sensors.
-

13.

14.

15.

2.1.2 S.IVB Battleship Stage

The S-IVB battleship stage is approximately 22 ft in diameter and 49 ft long and has a maximum propellant capacity of 46, 000 lb of liquid hydrogen and 199, 000 lb of liquid oxygen. The propellant tanks, fuel above oxidizer, are separated by a common bulkhead. Propellant prevalves, in the low pressure ducts (external to the tanks) interfacing the stage and the engine, retain propellant 7.n the stage until being admitted into the -ngine to the main propellant valves and serve as emergency engine shutoff vaives. Propellant recirculation pumps in both fuel and oxidizer tanks are utilizcd to circulate propellants through the low pressure ducts and turbopumps before engine start to stabilize hardware temperatures near normal operating levels and to prevent propellant temperature stratification. Vent and relief valve systems are provided for botn propellant tanks. Pressurization of the fuel and oxidizer tanks was accomplished by facility systems using hydrogen and helium, respectively, as the pressurizing gases. The engine-supplied gaseous hydrogen for fuel tank pressurization during S-IVB flight was routed to the facility venting sy~stem.

2.2 TEST CELL

Test Cell J-4, Fig. 2, is a vertically oriented test unit designed for static testing of liquid-propellant rocket engines and propulsion

A E DC-TR-67-228

systems at pressure altitudes of 100, 000 ft. The basic cell construction provides a 1. 5-million-lbf-thrust capacity. The cell consists of four major components (1) test capsule, 48 ft in diameter and 82 ft in height, situated at grade level and containing the L,-st article; (2) spray chamber, 100 ft in diameter a,-id 250 ft in depth, located directly beneath the test capsule to provide exhaust gas cooling and dehumidification; (3) coolant water, steam, nitrogen (gaseous and liquid), hydrogen (gaseous and liquid), aid liquid oxygen and gaseous helium storage and delivery systems for operation of the cell and test article; and (4) control building, containing test article controls, test cell controls, and data acquisition equipment. Exhaust machinery is connected with the spray chainber and maintains a minimum test cell pressure before and after the engine firing and exhausts the products of combustion from the engine firing. Before a firing, the facility steam ejector, in series with the exhaust machinery, provides a pressure altitude of 100, 000 ft in the test capsule. A detailed description of the test cell is presented in Ref. 4. The battleship stage and the J-2 engine were oriented vertically downward on the centeriine of the diffuser-steam ejector assembly. This assembly consisted of a diffuser duct (20 ft in diameter by 150 ft in length), a centerbody steam ejector within the diffuser duct, a diffuser insert (13. 5 ft in diameter by 30 ft in length) at the inlet to the diffuser duct, and a gaseous nitrogen annular ejector above the diffuser insert. The diffuser insert was provided for dynamic pressure recovery of the engine exhaust gases and to maintain engine ambient pressure altitude (attained by the steam ejector) during the engine firing. The annular ejector was provided to suppress steam recirculation into the test capsule during steam ejector shutdown. The test cell was also equipped with (1) a gaseous nitrogen purge system for continuously inerting the normal air in-leakage of the cell; (2) a gaseous nitrogen repressurization system for raising test cell pressure, after engine cutoff, to a level equal to spray chamber pressure and for rapid emergency inerting of the capsule; and (3) a spray chamber liquid nitrogen supply and distribution manifold for initially inerting the spray chamber and exhaust d,,cting and for increasing the molecular weight of the hydrogen-rich exhaust products. An engine component conditioning system was provided for temperature conditioning engine components. The conditioning system utilized a liquid hydrogen-helium heat exchanger to provide cold gas for component conditioning. Engine components requiring temperature conditioning were the thrust chamber, crossover duct, pneumatic regulator, and main oxidizer valve closing control line second-stage actuator. Helium was routed internally through the tubular-walled thrust chamber and crossover duct and externally

3C

4helium

over the pneumatic regulator and main oxidizer valve closing control line and second-stage actuator. 2.3 INSTRUMENTATION Instrumentation systems were provided to measure engine, stage, and facility parameters. The engine instrumentation was comprised of (1) flight instrumentation for the measurement of critical engine parameters and (2) facility instrumentation which was provided to verify the flight instrumentation and to measure additional engine parameters. The flight instrumentation was provided and calibrated by the engine manufacturer; facility instrumentation was initially calibrated and periodically recalibrated at AEDC. Appendix III contains a list of measured test parameters and the locations of selected sensing points. Pressure measurements were made using strain-gage-type pressure transducers. Temperature measurements were made using resistance temperature transducers and thermocouples. Oxidizer and fuel turbopump shaft speeds were sensed by magnetic pickup. Fuel and oxidizer flow rates to the engine were measured by turbine-type flowmeters which are an integral part of the engine. The propellant recirculation flow rates were also monitored with turbine-type flowmeters. Engine side loads were measured with dual-bridge, strain-gage-type load cells which were laboratory calibrated before installation. Vibrations were measured by accelerometers mounted on the oxidizer injector dome and on the turbopumps. Primary engine and stage valves were instrumented with linear potentiometers and limit switches. The data acquisition systems were calibrated by (1) precision electrical shunt resistance substitution for the pressure transducers, load cells, and resistdnce temperature transducer units, (2) voltage substitution for the thermocouples; (3) frequency substitution for shaft speeds and flowmeters; and (4) frequency-voltage substitution for accelerometers. The types of data acquisition and recording systems used during this test period were (1) a multiple-input digital data acquisition system (MicroSADIC:) scanning each parameter at 40 samples per second and recording on magnetic tape, (2) single-input, continuous-recording FM systems recording on magnetic tape, (3) photographically recording galvanometer oscillographs, (4) direct-inking, null-balance potentiometer-type X-Y plotters and strip charts, and (5) optical data recorders. Applicable systems were calibrated before each test (atmospheric and altitude calibrations). Television cameras, in conjunction with video tape recorders, were used to provide visual coverage auring an engine firing, as well as for replay capability for immediate examination of uneyected events. 6

AEDC-TR-67-228

2.4 CONTROLS Control of the J-2 engine, battleship stage, and test cell systems during the terminal countdown was provided from the test cell control room. A facility control logic network was provided to interconnect the engine control system, major stage systems, the engine safety cutoff system, the observer cutoff circuits, and the countdown sequencer. A schematic of the engine start control logic is presented in Fig. 6. The sequence of engine events for a normal start and shutdown is presented in Figs. 7a and b. The facility control logic network has the provisions for sequencing the stage prevalves open and recirculation systems off for engine start, as they were during the flight of the vehicle AS-501 S-IVB stage. The normal logic more closely duplicated the start sequence for S-IVB orbital restart; the auxiliary logic mode closely duplicated the start sequence for S-IVB first burn. The two control logics are presented in Figs. 7c, and d.

SECTION III PROCEDURE

Preoperational procedures were begun several hours before the test period. All consumable storage systems were replenished, and engine inspections, leak checks, and drying procedures were conducted. Propellant tank pressurants and engine pneumatic and purge gas samples were taken to ensure that specification requirements were met. Chemical analysis of propellants was provided by the propellant suppliers. Facility sequence, engine sequence, and engine abort checks were conducted within a 24-hr time period before an engine firing to verify the proper sequence of events. Facility and engine sequence checks consisted of verifying the timing of valves and events to be within specified limits; the abort checks consisted of electrically simulating engine malfunctions to verify the occurrence of an automatic, engine cutoff signal. A final engine sequence check was conducted immediately preceding the test period. Oxidizer dome, gas generator oxidizer injector, and thrust chamber jacket purges were initiated before evacuating the test cell. After completion of instrumentation calibrations at atmospheric conditions, the test cell was evacuated to approximately 0. 5 psia with the exhaust machinery, and instrumentation calibrations at altitude conditions were conducted. Immediately before loading propellants on board the vehicle, the cell and exhaust-ducting atmosphere was inerted. At this same time, the cell nitrogen purge was initiated for the duration of the test period, except for the engine firing. The vehicle propellant tanks were

S~AEDC-TR-67-228

then loaded, and the remainder of the terminal countdown was conducted. Temperature conditioning of the various engine components was accomplished as required, using the facility-supplied engine component conditioning system. Engine components which required temperature conditioning were the thrust chamber, the crossover duct, pneumatic regulator, main oxidizer valve closing control line, and main oxidizer valve second-stage actuator. Table V presents the engine purges and thermal conditioning operations during the terminal countdown and immediately following the engine firing. The engine

compornent conditioning system utilized a liquid hydrogen-helium heat

exchanger to provide the chilled helium for component conditioning. An external purge conditioning system for the gas generator oxidizer supply line was provided on engine J-2052 (refer to Rocketdyne Field Directive RFD-32-67). It consisted of a shroud formed by two pliable tubes of 0. 016-in. -thick, clear Teflon, 2.5 in. in diameter, 17 in. long, jointed by an aluminum sleeve. The sh:'oud extended from the oxidizer bleed valve to the gas generator oxidizer inlet. Ambient temperature gaseous nitrogen was supplied to the shroud. A dcuble layer of asbestos insulation and an electric heater, set to control at -50 10F and to provide 300 watts of heat addition, were installed on the shroud, before the subject test. The conditioning shroud was designed to provide simulation of ground test environmental (not flight) conditions for the oxidizer line by maintaining approximately 15-psia nitrogen pressure locally over the entire length of the line.

SECTION IV RESULTS AND DISCUSSION

4.1 SUMMARY

During the four firings conducted on August 3, 1967 (test J41801-04), a total of 95. 3 sec of engine operating time was accumulated. The firings were conducted in the following sequence and for nominal durations of:

M0e
04A 04C 04B 04E 30 sec 30 sec 5 sec 30 sec

AE DC-T P -67228

A fifth firing attempt (04D) followed firing 04E but was aborted at t -1 sec countdown time. All of the firings were in support of the J-2 engine developmental program for the S-V/S-IVB launch vehicle. The simulated pressure altitudes at engine start varied from 100, 000 to 109, 500 ft. Thermal conditio iing of the thrust chamber and selected engine components (crossover duct, main oxidizer valve, second-stage actuator cap and closing control line, and pneumatic control package) was accomplished to simulate the J-2 engine thermal conditions predicted for flight. The gas generator oxidizer supply line was thermal conditioned to -50 10'F for firings 04A, 04B, and 04C. Firing 04E and firing attempt 04D repeated the conditions of firings 04A and 04B, respectively, with the exception that the gas generator oxidizer supply line was not conditioned. Table VI presents Lhe conditioning targets for the engine components and the measured test conditions at engine start. The pump inlets, start tank, and helium tank pressure and temperature conditions at engine start are shown in Fig. 8. Propellant utilization valve excursions to the closed position (changing engine mixture ratio to 5. 5) were made during firings 04A, 04C, and 04E to obtain maximum turbine hardware heating during 30 sec of er _-'e operation for simulation of 80-min orbital coast and engine restart at the predicted crossover duct temperature level. Specific test objectives and a brief summary of results of the firings are as follows: Firing 04A Test Objective Evaluate the effects of S-V/S-IVB first burn thrust chamber resistance on gas generator outlet temperature and evaluate augmented spark igniter operation at maximum starting energy. Results No indications of excessive augmented spark igniter chamber temperature. Thrust chamber resistance effect could not be evaluated because necessary gas generator oxidizer supply line thermal conditioning limits were not met.

AEDC-TR-67-228

Firing 04C

Test Objective Evaluate the effects of minimum starting energy for S-V/S-IVB restart on fuel pump high level stall margin and thrust chamber pressure buildup time. Evaluate the effects of minimum model specification fuel pump inlet pressure and maximum S-V/S-IVB first orbit restarting energy on engine start transient and fuel pump low level stall margin. Repeat of firing 04A with all test conditions the same except that the gas generator oxidizer supply line was not conditioned.

Results Test objectives were met. Fuel pump stall margin was 600 gpm. Buildup time to 550-psia chainber pressure was 2. 758 sec.

04B

Test objectives were met Conservative (over 1300-gpm) fuel pump stall margin was maintained in the low level region.

04E

All objectives were met. Thrust chamber resistance effect showed roughly a 1:1 increase in gas generator peak temperature for decreased thrust chamber temperature. No indications of excessive augmented spark igniter temperatures. Test was aborted at t - 1 sec countdown time because gas generator oxidizer supply line thermocouples indicated presence of liquid oxidizer beyond the liquid trap.

04D

Repeat of firing 04B with all test conditions the same except that the gas generator oxidizer supply line was not conditioned,

The presentation of test results in the following sections will consist oi a discussion of each firing with pertinent test comparisons essential to the above evaluatcns. The data presented will be that recorded on the digital data a:quisition system, except as noted. 4.2 TEST RESULTS 4.2.1 Firing J4-1801-04A The programmed 30-sec engine firing was successfully accomplished. Test conditions at engine start are presented in Table VI. The programmed fuel lead time was 3 sec. Engine start and shutdown transients

10

A EADC-T R-67-228

are shown in Fig. 9. Table VII presents selected engine valve operating times for start and shutdown. The test cell (engine ambient) pressure altitude at engine start was 100, 000 ft. Figure 10 presents engine ambient pressure and thrust chamber pressure for the firing duration. Combustion chamber pressure reflects the propellant utilization valve excursion at about to + 10 sec, which changed the engine mixture ratio from 5.0 to 5.5. Thermal conditioning history of selected engine components is shown in Fig. 11. The temperature profile of the gas generator oxidizer supply line at engine start is shown in Table VIII. Evaluation of the thrust chamber resistance effect on gas generator outlet peak temperature for maximum S-V/S-IVB starting energy was to be accomplished by duplicating all of the firing 02A conditions (Ref. 5), except ^or prechilling the thrust chamber 100F colder. Table IX shows that all of these starting conditions of firings 02A and 04A were similax, except for the warmer gas generator oxidizer supply line temperature profile on firing 04A. Reference 6 states that a colder thrust chamber (reduced thrust chamber resistance to fuel flow) will produce a higher gas generator peak temperature, all other conditions being equal. The peak temperatures on firings 04A and 02A were approximately the same. The expected thrust chamber resistance effect between firings 04A and 02A was apparently negated by the unexpected gas generator oxidizer supply line temperature effect (to which the slight reduction in peak temperature was attributed). There was no evidence from post-firing physical examination that excessive augmented spark igniter chamber temperatures had occurred. Thus, augmented spark igniter operation was deemed to have been completely satisfactory during this test. Ignition was detected in the igniter chamber 0. 215 sec after engine start. Thrust chamber ignition (defined as the time when thrust chamber pressure reaches 100 psia) occurred at to + 1.003 sec. Vibration safety cutoff counts were recorded for 97 msec, beginning at to + 0. 984 sec. The main oxidizer valve second-stage initial movement occurred at to + 0. 985 sec. Thrust chamber pressure buildup time to 550 psia was 1. 902 sec. 1 All valve operating times were consistent and normal.

1The 550-psia level was chosen to allow comparison of all firings, cither open or null propellant utilization valve position, in buildup time to a distinct level above the "main-stage" pressure switch level.

11__

AEDC-TR-67-22

"Although the closing of the gas generator control valve appeared normal, an abnormally high gas generator shutdown transient temperature was recorded (Fig. 9).
engine cutoff, indicated possible leakage of oxidizer from the gas gen-

Isubsequent

erator oxidizer poppet. A leak check conducteri approximately 1 hr1 to firing 04A, by pressurizing the oxidizer system to 35 psia and operating the recirculation pump for 5 min, revealed that only slight leakage was present.
4.2.2 Firing J4.1801-04C

The programmed 30-sec engine firing was successfully accomplished. Test conditions at engine start are presented in Table VI. The programmed fuel lead time was 8 sec. Engine start and shutdown transients are shown in Fig. 12. Valve operating times, shown in Table VII, were consistent and normal. The engine ambient pressure altitude at engine start was 108, 000 ft. Figure 13 presents engine ambient pressure and thrust chamber pressure for the firing duration. Combustion chamber pressure reflects the propellant utilization valve excursion from the open to the closed position at about
t + 11. 5 sec, which changed the engine mixture ratio from 5.5.
'

4 to

Thermal conditioning history of selected engine components is shown in Fig. 14. Engine start czonditions were set for minimum restarting energy within the specified tolerances. Thrust chamber ignition occurred at to + 1. 100 sec. Vibration safety cutoff counts occurred for 4 msec at to + 0. 544 sec and for 15 msec at to + 1. 083 sec. Thurst chamber pressure buildup time to 550 psia was 2. 758 ;3e,-, the longest buildup time recorded to date in the AEDC test program. TTie main oxidizer valve began the second-stage ramp at to + 1. 028 sec. Ignition was detected in the augmented spark igniter chamber 0. 332 sec after engine start. All valve operating times were consistent arid normal. Transient fuel pump head/flow data, compared to the stall inception line for the fuel pump, are presented in Fig. 15. The minimum stall margin was approximately 600 gpm, occurring at approximately 19, 000 rpm. The fuel pump was rotating at approximately 970 rpm before the start tank discharged (see Fig. 12). This is indicative of the unusually high flow rate of fuel that was attained during the 8-sec fuel lead period by prechiiiihig the thrust chamber to -120F before

12

AEDC-TR-67-228

engine start. Figure 15 shows the conservative fuel pump stall margin (approximately 2000 gpm) afforded by the thrust chamber prechill which preceded this firing. 4.2.3 Firing J4.1801.04B The programmed 5-sec engine firing was accomplished 19 min after firing J4-1801-04C. The crossover duct cooldown rate to the level predicted for 80-min orbital restart is shown in Fig. 16. The propellant utilization valve was in the open position throughout the firing. Engine start and shutdown transients are shown in Fig. 17. The programmed fuel lead time was 8 sec. All valve operating times, shown in Table VII, were consistent and normal. The engine ambient pressure altitude at engine start was 109, 500 ft. Figure 18 presents engine ambient pressure and thrust chamber pressure for the duration of the firing. Test conditions at engine start are shown in Table VI. Thermal conditioning history of selected engine components is shown in Fig. 19. The temperature profile of the gas generator oxidizer supply line was similir to that attained on firing 04A (Table VIII). Conservative low level fuel pump stall margin (over 1300-gpm) was maintained, as shown in Fig. 20, with a fuel pump inlet pressure at engine start of 27. 6 psia (see Fig. 8a). Thrt st chamber ignition occurrcd at to + 0. 948 sec, without the occurrence of excessive vibration. The main oxidizer valve began the second-stage ramp at to + 1. 098 sec. Thrust chamber pressure buildup time to 550 psia was 1. 915 sec. Ignition was detected in the augmented spark igniter chamber 0. 259 sec after engine start. 4.2.4 Firing J4-1801-04E The programmed 30-sec engine firing was successfully accomplished. Te-t conditions at engine start are presented in Table VI. The programmed fuel lead time was 3 sec. Engine start and shutdown transients are shown in Fig. 21. Valve operating times, shown in Table VII, were consistent and normal. The engine ambient presaltitude at engine start was 107, 000 ft. Figure 22 presents engine ambient and thrust chamber pressure for the firing duration. Combustion chamber pressure reflects the propellant utilization valve excursion from the null position to the closed position at about 10 sec, which changed the engine mixture ratio from 5.0 to 5.5. t+

U
Ssure

13

A EDC-TR-67-228

Thermal conditioning history of selected engine components is shown in Fig. 23. The temperature profile of the gas generator oxidizer supply line at engine start is shown in Table VIII. Table IX shows that all of the firing 04E starting conditions (except thrust chamber temperature) were in close agreement with those attained on firing 02A, permitting isolation of the desired single variable, thrust chamber temperature. The gas generator peak temperature attained during the firing 04E start transient was 2200 0 F. Augmented spark igniter operation was deemed satisfactory during this firing, based on no evidence, during post-firing physical examination, of igniter chamber erosion. Ignition was detected in the igniter chamber 0. 225 sec after engine start. Thrust chamber ignition occurred at safety cutoff counts were recorded for 33 to + 0. 976 sec. The main oxidizer valve m.nt occurred at to + 0. 985 sec. Thrust time to 550 psia was 1. 885 sec.
4.2.5 Firing Attempt J4-1801-04D

to + 0. 976 sec. Vibration msec, beginning at second-stage initial movechamber pressure buildup

:L

The programmed 5-sec engine firing was aborted at 1 see before the fire command signal because the gas generator oxidizer supply line temperature profile indicated the presence of liquid oxidizer to thermocouple TOBS-2A (Table VIII). An indication of liquid oxiJizer at the top of the liquid trap meant that it was possible for liquid to have extended beyond the trap toward the gas generator. Firing 03B (Ref. 2) had resulted in a gas generator overtemperature problem with the same gas generator oxidizer supply line conditions that existed before firing 04D. For this reason, firing 04D was aborted. The history of the gaF generator oxidizer supply line temperature profile following firing 04E, during the 19-min coast period required for crossover duct cooldown to the predicted 80-min restart level, is shown in Fig. 24. This restart was planned with 10 min of propellantsin-engine time. Figure 24 shows the warming trend after oxidizer was expelled following firing 04E. The supply line began to chill down again wtnen the propellant prevalves were opened for the firing 0,- D restart. The "red line" limit was reached when the oxidizer ullage pressure was increased to the required starting level (48-psia). The warming trend shown during the 115-sec hold at fire command - 1 sec resulted from a last-minute effort to warm the line using the conditioning shroud heater.

14

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:-

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._

. .

A EDC-T R-67-228

4.3 GAS GENERATOR OXIDIZER SUPPLY LINE CONDITIONING

'I

The gas generator oxidizer supply line conditioning system was originally installed on the engine before test J4-1554-26 (conducted April 4, 1967, Ref. 6). The integrity of the conditioning shroud nad significantly degraded before the subject test was conducted. The shroud developed a number of perforations, caused by cracking, and could not be adequately pressurized. The shroud was insulated, and the heater was added, before the subject test, to protect the oxidizer line from being inadvertently chilled by cold helium gas used for conditioning other components in close proximity. The required -50 10'F environment for firings 04A, 04B, and 04C (refer to Tables VI and VIII) was satisfactorily attained by operating the oxidizer line conditioning system at an increased nitrogen purge supply pressure which yielded a flow rate "through the shroud estimated at about 80 scfm. Conditioning, therefore, was accomplished by forced-convection heat addition. For firing 04E and firing attempt 04D, the purge and the heater were turned off (removing the sources of heat addition). Thus, the configuration for these firings was a well-insulated gae generator oxidizer supply line with near vacuum between the oxidizer line and the insulation. The effect of the differences in conditioning procedure is apparent in the comparisons shown in Table IX. Both firings 04A and 04E repeated the test conditions of firing 03A with the same objective of isolating thrust chamber resistance as the test variable when compared with firing 02A. The gas generator oxidizer supply line configuration for firings 03A and 03B was as shown in Fig. 25 (with the uninsulated shroud), and the nitrogen purge was not utilized. The oxidizer line was exposed to component chill gases used for providing predicted thermal conditions on other components in close proximity. Gas generator oxidizer supply line conditioning was the significant variable between firings 03A, 04A, and 04E. Firing 03A shows a 450'F higher gas generator peak temperature than firing 04A for liquid oxidizer throughout the line at engine start on firing 03A and gaseous oxidizer throughout the line on firing 04A. Firings 04A and 04E show only a 1690 F gas generator peak temperature difference (with liquid oxidizer contained in the liquid trap on firing 04E). Gas generator oxidizer supply line conditioning was the only significant variable between firings 03B and 04B, producing a 5001F gas generator peak temperature increase on firing 03B. Liquid oxidizer extended throughout the oxidizer line at engine start on firing 03B. The line contained only gaseous oxidizer on firing 04B.

AEDC-T R-67-228

4.4 THRUST CHAMBEk RESISTANCE EFFECT Thrust chamber resistance to fuel flow is a variable primarily dependent upon thrust chamber prechill temperature and is defined, for the purposes of this report, as: Fuel Pump Discharge Pressure-Thrust Chamber Pressure 2 (Fuel Volumetric Flow Rate) Figure 26 shows the resistance values during the fuel lead and gas generator ignition transients for firing 04E compared with firing 02A. These two tests represent the extreme limits in thrust chamber temperature expected at engine start for S-V/S-IVB first burn. A comparison of the gas generator start transients for, firings,04E and 02A is presented in Fig. 27. Figure 27a shows that gas generator oxidizer injector pressures were nearly equal for both tests and that gas generator fuel injector and chamber pressures were slightly higher on firing 02A. Figures 27b and c show the gas generator ignition transient details as the gas generator control valve opened. Gas generator ignition was detected at to + 0. 642 sec on firing 02A and 20 msec later, at to + 0. 662 sec on firing 04E. The oxidizer poppet had been open for 25 msec longer before ignition occurred on firing 04E. The effect of thrust chamber resistance on the gas generator peak temperature is shown to be small for these two firings. Table IX shows that firing 02A test conditions were closely duplicated on firing 04E except for the desired single variable, thrust chamber temperature at engine start. There was a difference of 110F in thrust chamber temperature at to for these two firings. Gas generator peak temperatures differed by only 120F, showing roughly a 1:1 correlation between decreased thrust chamber temperature and increased gas generator peak temperature. The assumption has been made that the reorificing of the engine between these two firings had no appreciable effect on this conclusion. Orifice sizes used for these two firings were as follows: Firing 02A 0.472 0.276 Firing 04E 0.500 0.294 Area Increase, percent 12.1 13.5

Gas Generator Fuel Orifice Diameter, in, Oxidizer Orifice Diameter, in.

16

AEDC-TR-67-228

rThe difference in gas generator ignition characteristics caused by decreased thrust chamber resistance resulted in a slower thrust chamber pressure buildup rate to main-stage operation on firing 04E than on firing 02A. Thrust chamber pressure buildup time to 550 psia required 31 msec longer on firing 04E as a result of the delayed gas generator ignition and lower gas generator power as bootstrap operation began. Figures 27a and e show the effect that thrust chamber resistance had on engine buildup time. The difference in fuel pump discharge pressure (shaded area in Fig. 27d) for identical fuel pump spinup rates (Fig. 27e) is the result of thrust chamber resistance to fuel flow. The difference in fuel pump speed rise rates shown in Fig. 27e after gas generator ignition is indicative of the slower gas generator power buildup rate on firing 04E. The corresponding diffcrence in fuel pump discharge pressure after gas generator ignition reflects this difference in fuel pump speed.

4.5 ENGINE PERFORMANCE

"Engine steady-state performance data are presented in Table X for a 1-sec data average between 29 and 30 sec after to for firings 04A, 04C, and 04E. These data were computed using the Rocketdyne PAST 640, modification zero, performance computer program. Engine test measurements required by the program and the program computations are presented in Appendix IV. Data from the flight instrumentation sensor for oxidizer turbine inlet pressure (POTI-1A) were nonrecoverable for any of the subject firings. A value of 3. 0 psia was added to the oxidizer turbine bypass nozzle (PGBNI) pressure measurement during each of these tests, and this estimated pressure was substituted for the missing POTI-1A measurement. The 3-psi value represented mean difference between these two values measured during previous firings and the exact difference measured for this particular fuel turbine during test J4-1801-01 (Ref. 7).
The engine was reorificed between tests J4-1801-03 and -04 (see Table II) to compensate for significant reduction in fuel turbine blade area caused by erosion during test J4-1801-03. The normalized performance data (Table X) show that overall engine performance was higher than nominal during firings 04A and 04C and very close to nominal during firing 04E. For rated conditions (not presented in Table X) of 225, 000-lbf thrust, 5. 50 mixture ratio, and 1200F fuel turbine inlet temperature, test data show that the oxidizer turbine bypass nozzle and the gas generator oxidizer supply orifice were slightly undersized by 2 and 0. 5 percent, respectively. rJh: gas generator fuel supply orifice was correctly sized.

17

AEDC-TR-67-228

Site data presented in Table X show that combustion chamber p:'essure and calculated engine thrust were decreased proportionately to lower gas generator chamber pressure during the 1-sec data average of each successive firing. The lower gas generator chamber pressure on successive firings resulted from lowered gas generator mixture ratio (evidenced by corresponding decreased fuel turbine inlet temperature). Calculated fuel turbine efficiency was only slightly below nominal. Calculated oxidizer turbine efficiency was slightly above nominal.

4.6 AUGMENTED SPARK IGNITER OPERATION

Pump inlet pressures were set at the extreme limits of the safe starting regions, high oxidizer and low fuel pressures, for firings 04A, 04B, and 04E (see Fig. 17). These are the conditions most conducive to yield excessive combustion temperature in the augmented spark igniter and erosion of the igniter chamber. A 0. 110in. -diam augmented spark igniter oxidizer supply line orifice was installed for these firings. The absence of any erosion as determined from post-test physical examination was the basis of the conclusion Chat augmented spark igniter operation was completely satisfactory during these firings. A previous AEDC firing, J4-1554-19 (Ref. 8), produced severe erosion using a 0. 150-in. -diam oxidizer supply line orifice with the same relative pump inlet pressures. The subject firings indicate that a 0. 110-in. -diam oxidizer supply line orifice precludes the occurrence of the undesirable high igniter chamber temperatures.

4.7 POST-TEST INSPECTION

Following test J4-1801-04, the fuel and oxidizer turbines were disassembled for inspection. This inspection showed the oxidizer turbine to be in satisfactory condition, and it was reinstalled on the engine. However, inspection of the fuel turbine showed that it would have to be replaced. There were five known cracks in the fuel turbine curvic coupling before the subject test. Two additional cracks developed during this test period, and the five original cracks progressed as indicated in Fig. 28. Measurements of the amount of material that had eroded from the blades of the fuel turbine first stage, taken before and after the subject test, showed that no significant erosion occurred during these four firings. Figure 29 shows the eroded condition of the fuel turbine

18

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-==

. -:

'

_ -=..

.- :

== "

. -

-".

.. ...

F
had been damaged during the anomalous test J4-1554-30.

EDC-TR-67-228

as compared with the worst of the eroded blades from the turbine that

Because of the suspected oxidizer leakage from the gas generator after engine cutoff of firing 04A, the gas generator control valve was removed from the engine for extensive post-test physical examination by the engine manufacturer.

SECTION V SUMMARY OF RESULTS

The results of the four J-2 engine firings obtained and the fifth firing attempt on August 3, 1967, in Test Cell J-4 during test period J4-1801-04 are summarized as follows: 1. Variations in gas generator oxidizer supply line prefire conditioning were shown to have significant effects of up to 500OF on gas generato: outlet peak temperature. A red line limit was established for gas generator oxidizer supply line thermal conditions at engine start. Restart firing attempt 04D was aborted because these conditions were realized. An abnormally high gas generator outlet temperature (1860 0 F), 4 sec after shutdown of firing 04A, indicated probable leakage from the gas generator oxidizer poppet. A minimum starting energy S-V/S-IVB restart firing was successfully conducted. The minimum high level stall margin for the fuel pump was approximately 600 gpm. Thrust chamber pressure buildup time to the 550-psia level was the slowest to date observed in AEDC altitude testing - 2. 758 sec. A maximum starting energy S-V/S-IVB restart firing was made with minimum model specification fuel pump inlet pressure at the crossover duct temperature level predicted for 80-min (first orbit) restart. Conservative low level fuel pump stall margin (over. 1300-gpm) was maintained. 6. Thrust chamber resistance to fuel flow was found to have a small effect on gas generator peak temperature during two maximum starting energy S-V/S-IVB first burn firings, which were made at the opposite extremes of thrust chamber pre-chill predicted for S-V flight.

2.

3.

4.

5.

19

AE DC-TR-67-228

7.

Normalized engine steady-state performance data computed for three 30-sec firings (04A, 04C, and 04E) showed that overall engine performance was higher than nominal on firings 04A and 04C and close to nominal on firing 04E. Augmented spark igniter operation was satisfactory during all firings. A 0. 110-in. -diam oxidizer supply line orifice was used. Pump inlet pressures were set at engine start of firings 04A, 04B, and 04E for worst-case expected igniter chamber erosion. Vibration safety cutoff counts were measured during thrust chamber ignition of three of the firings (04A, 04C, and 04E) with durations ranging from 15 to 97 msec,

8.

9.

REFERENCES Dubin, M., Sissenwine, N., and Wesler, H. Atmosphere, 1962. December 1962. U. S. Standard

1. 2.

Kunz, C. H. "Altitude Testing of the J-2 Rocket Engine in Propulsion Engine Test Cell (J-4) (Test J4-1801-03). " AEDC-TR-67-209, December 1967. "J-2 Rocket Engine, Technical Manual Engine Data", R-3825-1, August 1965. Test Facilities Handbook (6th Edition). "Large Rocket Facility, Vol. 3. " Arnold Engineering Development Center, November 1966. Franklin, D. E. "Altitude Testing of the J-2 Rocket Engine in Propulsion Engine Test Cell (J-4) (Test J4-1801-02)." AEDC-TR-67-192, December 1967. Collier, M. R., and Dougherty, N. S., Jr. "Altitude Testing of the J-2 Rocket Engine in Propulsion Engine Test Cell (J-4) (Tests J4-1554-20 through J4-1554-26)." AEDC-TR-67-145, October 1967. Muse, W. W., and Pillow, C. E. "Altitude Testing of the J-2 Rocket Engine in Propulsion Engine Test Cell (J-4) (Test J4-1801-01)." AEDC-TR-67-181, December 1967. Simpson, J. N., Cantrell, F. D., and Kunz, C. H. "Altitude Testing of the J-2 Rocket Engine in Propulsion Engine Test Cell (J-4) (Tests J4-1554-12 through J4-1554-19)." AEDC-TR-67-115 (AD820463), September 1967.

3. 4.

5.

6.

7.

8.

20

A EDC-TR-67m22.

APPENDIXES I. ILLUSTRATIONS II. TABLES Iil. INSTRUMENTATION Z IV. METHODS OF CALCULATIONS (PERFORMANCE PROGRAM)

__

21

IPMOSM~

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AEDC-TR-67-228

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AEDC-TR-67-228

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AEDC-TR-67-228

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AEDC-TR-67- 2 28

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TIJRDNE $SEAL= CAVITY PURGEL0BED LINE

OXIDIZER

_____________

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PURGE CONRO VALVSE

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PUMP(2 AOMPENSATIN OXI DiNZ ER

VALVE

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VAVINERM

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---

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VALVE

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MAINSTAGE CONTROL

SHUTDOWN VALVE

VALVE EMERGENCYURG

IGNITION(

SPARK PLUG t2) AUGMENTED SPARK0

0H

HIGH

PRESSUR MACt WJLATX)R

SPARK

VALVE OR! liCE START TANK RUTIIAL WILL START TANK VENT VALVE COTO START TANK

010C

xiin zSm DYPAN VA

soVN
-~"'IAETTANK VLV
REFILL LINHE START TANK VENT AN/9START RELIEF VALVE MAINVLE TANK DUCIARGEMANnX
AV

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THRUST CHAMBER JACKXT PURGE

Fig. 5 Engine Schematic

FUEL BLEED ___________________________LINE

FUEL
________________BLEED

PURGE MANIFOLD SYSTEM GAS GENERATOR FUEL PURGE

VALVE

KL

.i

KKVXK . . .sm o1=C

/-TRBINE SEAL CAVITY PURGE

U SHUTDOWN
MAINSTAGE CONTROLVLE )IGNITON

PHASE

CONTROL VALVE GAN GXNERATOZ O)XJIZER PUDNGE

NO

0N
NOM

PURGE

ACCUMUJLATOR

LO0

PUMPJR

LYEBY

VALVELL

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L/I
. . . .. . . .. . .. . . .. . . . ... . . . . . . . . . . . . . . . . . . . . .

SsesReidy

1D/O
Engine Start
A

SCommand

I Engine Ready a and CAO Reset ctart Module Activates

Accumulator Fills 06 Bleed Valves Close & |Purge Interm eal

[ Closing PR Control to toypass

)e

l g C ontr o]

ot r Kpening urbane pto a Valve

SL/IPueVay He Control Module

_____,____Cavity

He Control Sol. EnergiFlows

Opens.

PVuge to L0 2

SPlug Spark Module J

Activated

Fire Plugs

.Ignition

Phase ModuleSolenoid

Slni a Ign,. Phase Energize d Main Fuel

Start Tank Discharge Control Timei,

Valve Opens

Fuel Flow to Mlain Chamnbei

Fuel Injector Temp Pickup

Fuel TmrControl

Start Tank Summary D

!L
~
Sp r iPlug De-Energize ..... Start on.So Tank DeEegzdValve Start Tank Discharge Closes / ] _I

~ ~ ~ ~ ..~ .~~~~u closes, .. .. . ............. LPurge Valve

Purges Stop.

Contro:' Vent Main Ox: to

dizer on d B, pass ale.

~M

a in -St a ge Man-tge Module Control

' M V Va O

v -' Main Chamb tgnitn

Main-Stage Energizes Solenoid

MV alve First Stage Opon

pening Contro [Bypass Valve PR to Turbine [

MOV Sequence S=Tb Valve Opens

GV Control Valve Open

Tb O
LO2 Turbine Bypass ValV Closes

Solenoi Main Flow to Fuele ASrgit

MOV Valve

Ig.PaeASI EegedOpens

IIF
Valve ASI Chamoer Seq

oFuel

Second Stage Ramps Open

S c GUl e Co ue o t
MOV Valve 100 percen' Open T/OT/ TimngO L0 ri

LO2

Flow to

ASI Chamber Temp Detected icku

O/B

C/O

Valve Opens

0/R

il Main [ Fuel

Chamber Flow to

IIgniton Valve Opens Fuel

Phase Timer

I o I D

L0I

/ Do out O rp =Lockin
-

Summary

Disc Cnt o
EegzdValve

ischarge
Opens Spins Transition

C/O , = Cuofof
1-R Ign Con Sol Seq Pressure Ignition Control Sole, Sequence
= =

S
_o en i Op n ASI Ch LO2 Turbine Bypass Flow , mber

LO 2 Turbine ,m. Spinsa

,.

Pumpla ,m,,m.

'

m.

Transition

Fig. P CIglne Start Logic Schematic

Purge Valve
loses. ank . Sol ized Start Tank Discharge Valve Closes Purges Stop.

Vent Control PR
dizer an ByTo Engine Ambient Pressure

pass Valvez

L/I
tage e

Main-Stage
Solenoid

MOV Valve
First Stage

Mi

IgnCtion

hme

Energizes

Opens

MOV Sequence
Valve Opens

GG Control
Valve Opens

GG Begins
Operation

L02 Turbine Bypass Valve

Turbop'-,ps Full Speed

Start Tank Repressurizing|

MOV Valve Second Stage

MOV Valve 100 percent

Main Stage

Steady-State Operation

Ramps Open

Open

O/R
C/O O/R

C/O

ngine
Cutoff Module

Ignition

Phase
Timer

uel bine ins P

1Fuel Pump Full Transition OSeq

D/O T/O L/I O/R C/O PR Ign Con Sol

= = = = = = = = =

Dropout Timing Orifice Lockin Override Cutoff Pressure Ignition Control Solenoid Sequence

urbine "uins ins

L0 2 Pump Partial Transition

_ _ __ __ _ __ _ _

7f...

_ _

AEDC.TR-67-228

Time Index Lines,

1-sec

Intervals

Engine Start
Bleed Valves Close

I
F

He Control, Start Tank Discharge Delay Timer, ASI and GG Sparks on Ignition3 Phase Control Solenoid Energized

Oxidizer Dome andG

Oxidizer Purge Flow Main Fuel and ASI Propellant Flow Fuel Temperature OK SignaloMain Fuel Valve Open

IGG
_ 0 ASI Oxidizer Valve Open YASI Ignition Detected I I I Tank Discharge Delay Timer Expires yStart

i
I
I

i
I

Ignition-Phase Timer Energized 0.450 0.030 sec Pump Buildup Pup-uldpBypass

STDV Delay 0.640 0.030 sec

SSTDV Open GH 2 Flow

.I' Flow through Normally Open

Oxidizer Turbine Bypass Valve

Srg

Timer Expires Main-Stage ClsedSparks CotrolVale Purge Control Valve Closed

Timer y Main-Stage Control, Solenoid Energized De-Energized, Timer Energized 0 J 3.30 0.20 sec STDV Closed t OO___n

Main Oxidizer Flow

I
-

GO Pronellant Flow Oxidizer Turbine Bypass Valve Closed

Valves Open M

7GG Opn

VMain-Stage

OK SignalI IASI and GG Sparks Be-Energiz ed

I
Start Sequence

I____

a.

Signal Time,

sec

0.1

0.2

0.3

0.4 0.5

0.6

0.7

0.8

0.9

1.0

Cutoff Signal

Valve Close

(Oxidizer) (Fuel)

GG Valve Close

ASI Oxidizer Valve Close

MOV Close

Main Fuel Valve Close

Oxidizer Dome Purge and GO Oxidizer Purge on

He Control Solenoid De-Energizes Bleed Valves Open

b. Shutdown Sequence Fig. 7 Engine Start and Shutdown Sequence

29

A E DC-T R-67-228

~Fire

Command

Time Index Lines,

1-sec Intervals

Prevalves Open Signal Recirculation Pumps Off Signal Recirculation Valves Close Signal

Engine Sta".

Signal
2
|

Start Tank Discharge

Valve Open Signal
1

Nominal Occurrence Time (Function of Prevalves Opening Time)

2
3

One-sec Fuel Lead (S-II/S-V and S-IVB/S-IB)

Eight-sec Fuel Lead (S-IVB/S-V and S-IB Orbital Restart) c. Normal Logic Start Sequence

Time Index Lines, Fire Command

Prevalves Open Signal Engine Start Signal Oxidizer Recirculation Pump Off Signal Fuel Recirculation Pump Off Signal Recirculation Valves Close Signal Start Tank Discharge Valve Open Signal

1-sec Intervals

1
-

IThree-sec Fuel Lead (S-IVB/S-V First Burn) cd. Auxiliary Logic Start Sequence
Fig. 7 ConcluJed

AEDC-TR-67-228

'SATURATION LINE -280FI-F FIRING SYM

o
,Lo. LU 04B 04C 04E
~~START S[ S1-290 -1TARGETI

. AFE START ENVELOPE

,,,, _

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04C 30

SAFE S

E
50

40 PRESSURE, PSIA
a. Oxidizer Pump Inlet

3-415 ;J
-30
LlIll

~SATURATION LINE---\

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Sk__--04A

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.00,/J ,^

SAFE START ENVELOPE

04B AND 04C AND 04E I . 40 PSIA

Fuel Pump Inlet 8 Engine Start Conditions for Pump Inlets, -. rtlTank, and Helium Tank a

S30 S~PRESSURE, S~b. S~Fig.

-425

50

S~AE DC-T R-67-228

-100

CONSTANT 2700 2800 2900 3000 ENERGY LINE*. BTU BTU BTU BTUT
~

1-

2.5 LBM
3.0 LBM

SYM FIRING _ 04A

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NOV. 1965.

F 1200 1300 PRESSURE, PSIA

c. Start Tank

I -ENVELOPE SAFE START 1400 1500

1000
-100
-300

2000

-44

4--IN

----

PRSUERNEFREGN

TR

160 20

40
d. HeimTn
Fi.8Cocue

20

20

30

PRSUE,!I

.32
-332

28 24

1400 1200

IFUEL PLMP DISCHARGE-PRESSL,RE, PFPD-2,-

--

--

'

20 ~16
a:n

10002114

.-

a-

FUEL PUMP SPEED, NFP-IP S 800/1PE 6o.80-------------w . 400 '

FUEL INJECTOR PRESSURE, PFJ-2 THRUST CHAMBER PRESSURE, PC-3

a-

4
SI , 0

0 20 02
L--

__"j

12
l TIME, SEC

30

"0.'..

--- ,-

"5

S~a. S'"
8

0/01

Start Transient, Thrust Chamber Fuel System

6- 2 00j

OXIDIZER PUMP DISCHARGE

PRESSURE, POPD 2

800

a OXIDIZER PUMP St "PR

-- SEE,NOP-1P--0,, 4-' oo40

O0

sTHRUST CHAMBER PRESSURE, PC-3

C"

200

0 TIME. SEC

b. Start Transient, Th~rust Chamber Oxidizer System

Fig. 9 Engine Transient Operation, Firing 04A

33

AEDC-TR-67-228

28
24

1400---1200 ) ,\ 1ooo00PM
-20.

cEL a. a

12 16

600 a. 8001
U
cc
-

PUMP SPEED, NFP'1P FUEL PUMP DISCHARGE P

PRESSURREPFPD-2 ,

400.
200 20030

-.....
-

4.

-FUEL INJECTOR PRESSURE, PFJ-2 I--THRUST'CHAMBER PRESSURE, PC-3 ''-7-ENGINE CUTOFF SIGNAL TUS
-

31 TIME, SEC

32

33

c. Shutdown Transient, Thrust Chamber Fuel System

1-070-PSIA STEADY STATE

10

1000

8
x cc;

800 :

--

---

OXIDIZER PUMP SPEED, NOP-1P1 ,

-

S" 600
aL

-OXIDIZER FUMP DISCHARGE - PRESSURE, POPD-2

iL
"

400 CCw " 200

THRUST CHAMBER -PRESSURE, PC-

00 ..- ENGINE CUTOFF.SIGNAL 31 30 TIME, SEC

32

33

d. Shutdown Transient, Thrust Chamber Oxidizer System Fig. 9 Continued

344

AEDC-TR-67-228

800 700 ----600 z 100Soo

Ior
GAS GENERATOR FUEL _I NJEC('OR PRESSURE, PFJGG-2=--oGSDENRORZR NECR OXIDIZER INJECTOR PRESSURE, POJGG-2. .... ..
-

200-lo,00
CC 60 300 --

S
u'in

L.__ . 12

MAIN OXIDIZER VALVE POSITION, LOVT

20
0

0O0

TIME, 5EC

2140
Ii-o

2800

800

Wo--t

-4
2400__0--GAS GENERATOR 7 OUTLET TEMPERATURE, TGGO-lA 200 --:

1600 ui\
cc

500

-1200
a:

400--300 2oo
-

400

-400

20-

TIME. SEC
e. Sta't Transient, Gns Generator

Fig. 9 Continued

35

i._'
-mm ------mm-.----. m

AEDC-TR.67-228

824-PS IA STEADY STATE

"I

800

- -- 1- l '-o _
67 PI
-

STEADY STATE

-l i -

70-0

GAS GENERATOR FUEL INJECTOR PRESSURE, PFJGG-2

400 cc

GAS GENERATOR OXIDIZER "INJECTOR PRESSURE, POJCG-2-

W 3001
200--100
-

ENGINE CU]TOFF SIGNAL

-

30

31 TIME. SEC

32

33

2800.

800

or GASGENERATOR OUTL)E TEMPERATURE, TGGO-1

2400
2000600
-

i-i
1

D-

1600 L 1200-

LL m
UJ

i-__ -0111-40 30 . ,,,-ENGINE CUTOFF SI_____ i 1 1 1 32

-
_

40'--1I_

X:

-4o00o

36

TIME, SEC f. Shutdown Transient, Gas Generator Fig. 9 Concluded

36

SAEDC-TR-67-228

-"

II

O0

"-

'

r-c:

if)

u U-) 1:

,,

-.

_-u c 0E C-

.0 00 C:)

SI

"

'

U..

II
0-

0
CD 0

CD

00
CD CD

SU~tISd

0)
o

00

0 ']UflSSJId El??NUJ 0

37

AEDC.TR-67-228

0-1O0

""r.X
a

TSOVC-1

CONDITIONING TARGET - 175 IOF

a-200
4

_!

-30

-20

-10

TIME. MIN a. Main Oxidizer Valve Second-Stage Actuator Conditioning

/ TSOVAL-2

' COND',TIONING TARGET -100 10F-

-100

I-20Li

-'1O

-30

-20 MIN

-10

20TIME.

- I 0
S0

b. Main Oxidizer Valve Closing Control Line Conditioning

I I II II
1

COND ITIONNG TARGET I

7 -200

-40

-30

-20

-10

TIME. MIN c. Pneumatic Control Package Conditioning

Fig 11 Thermal Conditioning History of Engine Components, Firing 04A

38

AEDC-TR-67-228

5o
J -- TFTD-8
LL

CONDITIONING
__

/-TFTD-3

0 --TARGET -20 15 F

~~~~~-50

"TT-

{-21 STFTD-28

-2

-16

-1R8INE

I -150 -21
___ START

CROSSOVER DUCT-20 -16 -12 TIME, MIN

TANK -------_ _ _ _

-8

-L

d.

Crossover Duct Conditioning

SL-TRUS

CHM.BER THROAT TEMPERATURE, TSC2-19

___c a-

CONDITIONING 0 TARGET -200 15 F

-200

-24

-20

-16

-12 TIME, MIN

-8

-4

e. Thiust Chamber Conditioning Fig. 11 Concluded

39
__ _

___________________- - -- - - -

_ _

~AEDC-T R-67-228

28
214 L 2020 16

I1400
1200 1000
--

j--zz -- FUEL PUMP DISCHARGE--.

PFPD-2-\

-I

.I

IPRESSURE,

FUEL PUMP SPEED, NFP-1P--

CL

800
------------/ O0S~PRESSURE, .0 _. - "

o12600aU~j o_ 8 41 "'Ii U")

-FUEL INJECTOR PFJ-

200

--

THRUST CHAMBER--

2
TIME, SEC a. Start Transient, Thrust Chamber Fuel System

VA

8 8

800 8

OXIDIZER PUMP DISCHARGE-PRESSURE, POPD-2-\---

LU
LO

c cn
Lii/1

OXIDIZER PUMPSPEED, NOP-IP-_

i /

--

a-

a_cc

-THRUST CHAMBERPRESSURE, PK-3

200 2

1 TIME. SEC

b. Start Transient, Thrust Chamber Oxidizer System Fig. 12 iEngine Transient Operation, Firing 04C

40

j
28 1'400---

A E DC-TR-67-228

---------

24

1200
1000 X'r - 80

-- FUELPUMP SPEED, NFP-1P

-i20--

l IU'_

2-: ,, 0-CL 12

FUEL PUMP DISCHARGEPRESSURE, PFPD-2 -FUEL

-

' ,l
0-

600

INJECTOR PRESSURE, PFJ-2

400

.,,-r-THRUST CHAMBER PRESSURE, PC-3I CUTOFFSIGA

32 TIME, SEC 33

14-00-ENGINE

030 31

c. Shutdown Transient, Thrust Chamber Fuel System 1 -1060-PSIA STEADY STATE

------

1]0

1000
800

8 X: S 6-

-- OXIDIZER PUMP SPEED, NOP-iP 600 a U /--OXIDIZER

-

PUMP DISCHARGE

L J
( a-

PRESSURE, POPD-2

400--THRUSTCHAMBER _ "PRESSURE, "

PC-3

i~2.

EL

200

0-

0 KEG-E----FSINA
30 31 CUTOFF SIGNALTIE5E -EINE TIME. SEC 32

33

d. Shutdown Transient, Thrust Chamber Oxidizer System Fig. 12 Continued

41

AEDC-TR-67-228

700

..

600
U 1000 0 C

00

60
S60o

300
30 20

GAS GENERATOR FUEL -INJECTOR PRESSURE PF-GG-2---"

--

20--0-----'to/ a-. 20 " 01 1O0 0' 0

O.GAS GENERATOR OXIDIZER INJECTOR PRESSURE, POJGG-2MAIN OXIDIZER -VALVE POSITION, LOVT ' 3 2 TIME. SEC

2800

800-I

__ooGAS GENERATOR CHAMBER-

PRESSURE, PCGG-2-2000 600 -z

---

io_

' 10 1600"S,1200

,E
i

500
'400

1V

GAS GENERATOR OULETi TEMPERATURE, TGGO-1A

II-Ir

cr
800
o400 m 300 200

-"-

--

--

-400

0 0 TIME, SEC e. Start Transient, Gas Generator Fig. 12 Continued 2 3

42

AR

AEDC-TR-67-228

852-PSIA STEADY STATE 860-PS IA STEADY STATE 800

700

-----

600
S-

-0 I

*GAS GENERATOR OXIDIZER INJECTOR PRESSURE, POJGG-2

LO cc

300 200

-GAS GENERATOR FUEL INJECTOR PRESSURE, PFJGG-2

100----------30

ENGINE CUTOFF SIGNAL31 TIME, SEC 32

__

33

2800 2400

800 700

2000
S1600

600
a_-_ 0r M.... 500

GAS GENERATOR CHAMBER PRESSURE, PCGG-2

S,,L;

.....

am 8GAS cc W, 0
CL

3LET

GENERATOR TTEMPERATURE, TGGO-IA /-ENGINE CUTOFF SIGNAL

'4009-'400-

200 100

01 30

--

31 TIME, SEC f.Shutdown Transient, Gas Generator Fig. 12 Concluded

32

33

! i
_ _ _ _

f.Sudw

rniet a eeao 43

ACDC-TR-67-228

-0

Mv

CC

LU

LLU
10

u
c

E
0

Cd

0-

Cc

C0)

00

tiId HfSS3Hd 11WU30

I4

(
A EDC-T R-67-228

|{
I0

LU

TSOVC-1I a
cc

-CONDITIONING T 0 ARGET -150 10F-7

-200 -40

-30

-20 TIME, MIN

-10

a. Main Oxidizer Valve Second-Stage Actuator Conditioning

CONDITIONING
-TARGP -50 100
-

LU

-100_
'TSOVAL-2
w

SI-

,0
i
LU

-200--_ -Lto

__

-30

-20

-10

b.

TIME. MIN Main Oxidizer Valve Closing Control Line Conditioning '-CONDITIONING " --TARGET -50 1IOF-

FF
Cr CC tU

I I

- 100

I
TB

.-

-200
-40 ' c. -30 -20 -10 0 TIME. MIN Pneumatic Control Package Conditioning

Fig. 14 Thermal Condi'ioning History of Engine Components, Firing 04C

I4

A EDC-T R-67-228

50

-OXIDIZER

TURBINE

___FUELTURBINE

T1rD-

CROSSOVER DUCT
cc

Tr-

I
-200

I_ -__NITOI -4TARGET
Uj

rD

0 -1)0015F

y-777,

--

-4-20

-16

-12 TIME. MIN

-8

-'1

CDambe Conditioning e. Thrusstve THRFig. CHA4E Conclude

rS TEMERAURE 461

AEDC-TR-67-228

00

-W
-A C/)1 -

--

LL
-

0i~

C e.

_j

CJ

CL

CL

oj

-T

c,~~

>

V-l

FI1IL Z~

Ir-

C-01 X133J 'Z-dH 'GV3H

47

AEOC-TR-67.228

UL-

r-4

CD

_I

I.'A

ui

;Z

3
0 0

LLU
-

-I

C)C

LL

LUJ

-j

U-

00

Jo '3NnIfVNfld W3l

_48

_x_

AEDC-TR-67 228

I;, .

28
24

1400
1200

1_ FUEL PUMP SPEED, NFP-1P... , I

=FUEL P S PUMP DISCHARGE

Sxcz__J//
a-X 16 12
0-

2PRESSURE, PFPD-2
UE
FUE

NJECTOR REPFJ-2

800 600

-----a Sa

-RS

C-

Z _
E

8 4200

as400 TbTHRUST

/ '"//

CHAMBem PRESSURE, PC-3

X:

cr

X
6CLO

* I

or
1;000 400--

OXIDIZERRPUM SPEEDURE NOP-D

__

OXIDIZER PUMP-DSHRG-
OXIIZE PUM.

SPED, NOP-IP-7

" a_ _ 44 a_ ai _ 2. 200

a. Start Transient, Thrust Chamber Oxuier System -. _ -PRESSURE, CHAMBER '"=_--THRUST PC':

TIME.

SEC

b. Start Transient, Thrust Chamber Oxidizer Systemn Fig. 17 Engine Transient Operation, Firing 04B

49

AEDC-TR-67-228

24- 1

1200 F

-FUEL PUMP SPEED, NFP-1P

2 2)

1000

-PRESSURE,

FUEL PUMP DISCHARGE PFPD-2

a_ "a. 0J
0-

16 12

n( 800 O
600. 0..-FUEL INJECTOR PRESSURE, PFJ-2
400---

M a_

8_

20
4200
0
-

\.

THRUST CHAMBER PRESSURE, PC-3

01

~~~L~

S5

\-ENGINE CUTOFF SIGNAL

TIME. SEC

c. Shutdown Transient, Thrust Chamber Fuel System

lO-

1000I

S800

a-:--6 6- a6
-r -

I
---

--

600

OXIDIZER PUMP SPEED, NOP-1P

_=OXIDIZER PUMP DISCHARGE-

4- cn o a-SPRESSURE400 S a2-2 200

--

POPD-2

aL.

-THRUST CHAMBER PRESSURE, PC-3

6 ENGINE CUTOFF SIGNAL

7 TIME. SEC

d. Shutdown Transient, Thrust Chamber Oxidizei System Fig. 17 Continued

50

A E DC-TR.67-228

800122

100 Sz .PRESSURE,

72-U GAS GENERATOR

INJECTOR POJGG-2

GAS Gh.ERATOR FUEL INJECTOR PRESSURE, PFJGG-2

~600
-

50o--OXIDIZER

,,,

F.-

60
40 20

(n:

u) 3GO
200
100--MAIN

OXIDIZER VALVE POSITION, LOVT

ol ,

o0-----

12
TIME. SEC

2800
2400 2000

800 700
600

-GAS GENERATOR OUTLEFT

TEMPRATRETGG 0-IA

800
600

300-'
__o_2o

200

!_
-

GAS GEI,'ERATOR CHAMBER__ PRESSURE, PG.

1-400
S01

.
2

TIME,SE
e. Start Transient, Gas Generator

Fig. 17 Continued

51

AED C-T R -228

800

-1
. 600/ GAS GENERATOR OXIDIZER INJECTOR PRESSURE, POJGG-2
-

700 600

500 4
t to 300 uL" .. _ ' GAS GENERATOR FUEL INJECTOR PRESSURE, PFJGG-2

100

SlO0 -.__~~ENGINE, CUTOFF SIGNAL-.._...

5 6 TIME. SEC 7

SIAI

2'400-

700-

--

--

"2000
01600

60

;
,.-

500
400

--

--- GAS GENERATOR CHAMBER PRESSURE, PCGG-2

1------

p1200oo
,,, a:: 30 F400
i 0

-'

0020 00 100 -

-0TEMPERATURE,

-GAS GENERATOR OUTLET TGGO-IA

0
-400

.--+EENGINE CUuTOFFP SIGNAL

-]L~

i
8

0
5

1,0

_ l I
6 TIME. T SEC 7

f. Shutdown Transient, Gas Generator Fig. 17 Concluded

_52

A F.DC-T R-67-228

-4

U-ti

jf uij i

--

--

--

--

CLC

CL

V)1
CL w

LO

CD

HISd '3uflss~ud 11i

00 0 Oo 0 LO= 0 0 C

53

EDC-TR-67-228

0!

200. ti
-3001 20

-I00T
-100

17

- l-

-CONDITIONING TARGET -225 10'F

.
0

too FIRIN4G DOCI_ 15

1050 TIME, MIN

a. Main Oxidizer Valve Second-Stag. Actuator Conditioning

-100

ONDITIONING TAI,GET 150 :1:F CNj

-i

I-.M

-20
-300-

20

15

10 TIME, MIN

b. Main Oxidizer Valve Closing Control Line Conditioning

/--CONDITIONING TARGET -150 -20D

l00F 1 I

-300

--

--

t0 , FIRING 04C 20 15 105O TIME, MIN

c.

Pneumatic Control Package Conditioning

Fig. 19 Thermal Conditioning History of Engine Components, Firing 04B

5I

AEDOC.TR-67-228

II

I::c CL

t2 Zn

CL

>

; -;

*.10

O0 CAF

Lu
<

inUa-CI

= 5

Lai.

r
j j

C-1X IH 'Z-JH 'OVJH

55

"

---

.-

U
AEDC-TR-67-228

28

1400

,
24

,
-

-FUEL PUMP DISCHARGE-

P PD-2--P 12PRSPRESSURE,

00

12

i l 8 Da

0
400

-2

D EI
=THRUST CHAMBER-PRESSURE,__PC-3
.

2
-'0-

200

0
0.a-

2
TIME. SEC a. Start Transient, Thrust Chamber Fuel System Fig.10Enin TOXIDIZER PUMP DISCHARGE

"' q

PRESURE, P

P RSUE -23

600 26--

--

UjTIE
(. 4--r Trasint T4utC0me0OiiezSt

PRSSRECPFig rnin prtoFrn 4

W1Egn

ww~~

S~

A EDC-T R-67-228

I
28 1P400
24
20 a 1200 10O0

14K
-FUEL PUMP SPEED, NFP-1P =FUEL PUMP DISCHARGEPRESSURE, PFPD-2

.-

_o 16S" 12-8

800600
400--' S-THRUST

a-o_

u
8-

FUEL INJECTOR PRESSURE, PFJ-2 S

,___

THRU0

i'

CHAMBERrPRESSURE, PC-3 . -- ENG INE CUTOFF SIGNAL

0~

30

31

32

33

TIME, SEC c. Shutdown Transient, Thrust Chamber Fuel System

1050-PS IA STEADY STATE

10
-8

1000
800 -OXIDIZER PUMP SPEED, NOP-1P

6If ," 4 c
:D400

600 -- OXIDIZER PUMP DISCHARGE PRESSURE, POPD-2

ii_-1 oo,
CL

--

]_-THRUST CHAMBERPRESSURE, PC-31

" .____ '-----_

~ 200~~ SQ-~

30

31 ENGINE CUTOFF SIGNAL TIME. SEC

32

33

d. Shutdown Transient, Thrust Chamber Oxidizer System Fig. 21 Continued

"I ________

____________________i__

--

57

AE DC-TR-67-228

800
700 600

--'

-- j
GAS GENERATOR FUEL INJECTOR PRESSURE, PFJGG-2-\

---

z 100o_so\500a-

0 8 0o , L; 4 00i:
a
60 'n 300
-a --

40
20
D

200

7
---.---i
--__

--

__-OXIDIZER INJECTOR PRESSURE, POJGG-2

-

-GAS GENERATOR

S-"

100
0I2

,.

"-

MAIN OXID!ZER
VALVE POSITION, LOVT

1
TIME. SEC

2800 2400 2000

If2.

800-I---GAS 700 00

-TEMPERATURE.

, I , GENERATOR OUTLET TGGO-1A

1600
-

5; 00
400
Ln
'Un
0-

1200
a:
'X- 800-

300_

= GAS GENERATOR CHAMBER

-

'400
-

20

-PRESSURE,_PCGG-2

0_ -400

10000 1 TIME. SEC 2 3

e. Start Transient, Gas Generator Fig. 21 Continued

584
. ..... ...... .

AEDC-TR-67-22R

822-PSIA STEADY STATE 851-PSIA STEADY STATE

800
-

700
600-

__=GAS GENERATOR OXIDIZER

INJECTOR PRESSURE, POJGG-2

___

400 2,.

100-ZENGAINE

CUTOFF SIGNAL 31 TIME.

-

1--, 0 1~

200

600 30

....

32

33

SEC

2800 2400

800-jI 700
2000 0-PIJECT

PRESSURE, P

F2CGG--2-0

1600 CC

1/GAS
LO L a:

GENERATOR OUTLET___ TEMPERATURE, TGGO-1A

1200
800

400
300
-1

3233

400
$

200
100

+ H-_~- '~i--UTOFF SIGNAL ENG INE C

-

ULT-.. I___ ___ __I_L___L__ __L__L__]_J EEAO

r

~~~0

1__

-400

0 30

31

32

33

TIME, SEC

f, Shutdown Transient, Gas Generator Fig. 21 Concluded

59

AEDC.TR-67-228

II
~~1~~~~*~-

T1
~--

(-

LLJ
ZLLr

l~
-

()j I-It

LLO

cUJ
. EIi
-- ---.-

Cr

LU

CDC

CD0

o=

01

0 00

CD00 0 C) 00

nfs~sii HIOWUH3 iJId

60

AP DC-T P.-67-228

N0

.. -100

TSOVC-1

a 0-U

-T

-"

- ! CONDINIONINGTAW(,ET
-175
0 10 F

-200 ---'40

-!_

-30

-20

-10

TIME. MIN a. Main Oxidizer Valve Second-Stage Actuator Cot. itioning

A0

TSOVAL-2

,CONDITIONING

TARGET-

;
Z) -10o0-

1ii

100-

-200---40

1-30
b.

_1_

-20

-10

--

TIME, IN Main Oxidizer Valve Closing Control Line Conditioning

Sj
0-

-- CONDITIONING Tj,

X: W

I
-20 0
-40 -30 -20

I--10 0

c.

TIME. MIN Pneumatic Control Package Conditioning

Fig. 23 Thermal Conditioning History of Engine Components, Firing 04E

61

AEDC-TR-67-228

50

--

Z
CONDITIONING TARGET -20 15I:--__

SL"
__

_T
_~ D8

_-3

OXlIDIZER TURBINE " THROAT TANK TFI'D-8 ,C TFTD-3 -8 MIN

__

TSTART
n-4

"'
CROSOVE -150 -240 -16 -12 TIME,
-

-4

d. Crossover Duct TEMPERATURE, TSC2R9 Conditioning

S~TEMPERATURE, TSC2-19kT d-100

Cr-

THRUST CHAMBER THROA

C-

cc'

COND IT ION ING -- TAR GET -200 1 5F

-262
e Fig. 23 Conlded i

Fig. 23 Concluded

m i

62

t
800
I
00

AEDC-TR-67-228

OXI DIZER TURKBOINE

ENGI NF CUTLOFF,

CROSOER UC
___

~~ 200

FIRING_04E_____

4 ~

CROSSOVER DUCTTRG
0 TEMPERATURE,_TFTD-3
___ ___

EIO

10 TIME, MIN

12

14

16

18

20

a. Crossover Duct Cooldown Rote between Firinigs 04E and 04D

LAJ

oe

LU

ZU

ULU

00

6 C1TinE

10 MINN

14 to2

16

18

74E

Sppy Lne b. as eneatoOxdizr empratre istrybeteenFirngs04F~nd04 24 GsGnrtrOiieSupyLnTmprueHI.tr-ewenFrn Fig.Y and Fiin Attmp 0D

63.

AEDC.TR-o7-228

14

C4

0-

r--u
b4 40

CdC

4).

U-0-

64

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-u

01

C)ZOLLJ

UC)

/
LU Ln

Lu

aJ

(-I

CD

U0o

IiUL
I'E

C~C

ft;

I'.

65

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000
F-L Zv
0

(Il
II.

L.LJ
_

LA
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c
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V'

IU I

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Ui LI(' 1J ce-

0 LL.
=3.

0 . O

0AI

e-50- L

LLJI

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neCl-LU..

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Uw
W

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0

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C.

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w~ I- W LA

0.

0
th

S
11;1

S
i

Ii

ui u 13" CLi

5U

66

AEDC-TR-67-228

NOTE: DATA WFRE REDUCED FROM OSCILLOGRAM. OXDIZER POPPET TR AVEL--FUEL POPPET TRAVEL"

600
G-

__

'--AS GENERAT OR VALVE

GV

400-POIIN ,vGA ~FUEL GENERATO GAS INJECTOR

a_ S200

GENERATOR FUNLRY S

IGNITION DETECTED

100 -U-

GSGENERATOR FUEL SYSTEM IDIFFERENTIAL PRFSSURE, (PFPD-2- PCGG-2)-

|t

r .35-100

NOTE: DATA FROM PCGG-IP WERE NOT RECOVERABLE. DATA NOTE-IDATAFROMRECORDED 0 PCGG-2

"

I/

DIGITAL DATA ACQUISITI SYSTEM AT 0. 025 SEC SAMPLING

-200
0.2 0.3 04 0.5 0.6

1
07

1
08

1
09

1
1.0

TIME, SEC b. Gas Generator Ignition Transient, Firing 02A

NOTE: DATA WERE REDUCED FROM OSCILLOGRAM.

-fl
60I -60

"OXIDIZER

POPPET TRAVEL GAS GENERATOR VALVE I I POSITION, LGGVT

rFUEL

POPPET T RAVEL
I

400 0.400
a
u

-loL
GAS GENERATOR

b"/.

200
__

GAS GENERATOR IGNITION DETECTED

-

FUEL INJECTOR
PRESSURE, PFJGG-2 I !

I
__V

II .

'

100---2 Q

S"

]~~~L (PFPD-2 - PCGG - 1P) --

E UR -- DIFFEREN.'T,.AL PRESSURE,
II I I

~~GAS GENERATOR

FUEL SYSTEM

J l

I A R

01
fNOTE: DATA WERE REDUCED FROM[ FM SYSTEM AT SAMPLING 5-100

RATE OF 0.,01 SEC.

~-200
0.2

03 c.

0.4

0.5

0.6 TIME, SEC

07

0.8

0.9

1.0

Gas Generator Ignition Transient, Firing 04E Fig. 27 Continued

6I7

AEDC-TR-67-228

1200____ -1000
1

FIRING

04A

FIRING 04E

800
CA I

/
SMAIN CHABER -IGNITION ( FRG,

4 -GAS GENERATOR\ IGNITION, FIRING 02A/

GAS

FUEL PUMP DISCHARGE

PRESSURE, PFPD-2

200
0
0.0 "_ 0.5

__

NOTE: DATA WERE REDUCED FROM FM SYSTEM AT SAMPLING RATE OF 01 o. 0__ SEC.

__

GAS GENERATOR IG.HNITION, FIRING OdE 1.0 1.5 2.0 2.5 3.0

TIM:, SEC
d. Comparison of Fuel Pump Discharge "ressure Buildup Rates, Firings C4E and 02A RATES, FIRINGS 04E AND 02A

30,000-25,000 FIRING 02A FIRINGO04E,-

o S20, 000

SFIRING,02ArOO 15,
I
a-

15,00-10, 000

-GAS GENERATORIGNITION,

FUEL IP 1_1ooo -N FUMPSPEED, F P-

LGAS GENERATOR IGNITION, FIRING 04E

5,000

0.

0.5

1.0

1.5 TIME, SEC

2.0

2.5

3.0

e. Comparison of Fuel Pump Speed Buildup Rates,

Firings 04E and 02A

Fig. 27 Concluded

_68_

A EDC-T R-67-228

0 00

>
00

CH

02

"41
U-

69

A EDC-T R-67-228

'2!

70

AEDC-TR-67-228

TABLE I MAJOR ENGINE COMPONENTS

Part Name Thrust Chamber Body Thrust Chamber Injector Assembly Fuel Turbopump Assembly Oxidizer Turbupump Assembly P/N 206600-31 208021-11 459000-161 458175-71 S/N 4076553 4084917 4062324 6623549

Start Tank Augmented Spark Igniter

Gas Generator Fuel Injector and Combustor Pneumatic Control Assembly

303439 206280-21
308360-11 556947

0064 3561349
2008734 4079720

Electrical Control Package Primary Flight Instrumentation Package

Auxiliary Flight Instrumentation P..ckage

502670-11 703685
703680

4081748 4078716
4078718

Main Fuel Valve Main Oxidizer Valve

Gas Generator Control Valve Start Tank Discharge Valve Oxidizer Turbine Bypass Valve Propellant Utilization Valve

409120 411031
309040 306875 409940 251351-11

4056924 4089563
4078Ui14 4079062 4048489 4068944

Main-Stage Control Valve

Ignition Phase Control Valve Helium Control Valve Start Tank Vent and Relief Valve Helium Tank Vent Valve Fuel Bleed Valve Oxidizer Bleed Valve Augmented Spark Igniter Oxidizer Valve P/A Purge Control Valve Start Tank Fill/Refill Valve

558069
558069 106012000 557828-X2 106012000 309034 309029 308880 557823 558000

8313568
8275775 342270 4046446 342277 4077749 4077746 4077205 4073021 4079001

Fuel Flowmeter
Oxidizer Flowmeter

251225
251215 NA5-27441

4077752
4074114 12401

SFuel

Injector Temperature Transducer

SRestprtable

Ignition Detect Probe

XEOR915389

211

71

AEDC-TR-67-228

TABLE II SUMMARY OF ENGINE ORIFICES

4,Orifice Name

Orfc 7

Part Pr Number RD2514106

Diameter

Date DaeComments Effective July 31, 1967

Gas Generator Oxidizer Supply Line

0. 294 in.

Augmented Spark 406361 Igniter Oxidizer Supply Line Main Oxidizer Valve Closing Control Oxidizer Turbine Bypass "ValveNozzle Gas Generator Fuel Supply Line Oxidizer Turbine Exhaust Manif old 410437

0. 110 in.

July 12,

1967

8.34 scfm

July 11,

1967

Thermostatic

RD2738002

1. 571 in.

July 31,

1967

RD2514107

0. 500 in.

July 31,

1967

RD2519004

9.99 in.

January 18, 1966

Installed on engine before receipt at AEDC

72

--

AE DC-TR-67-228

TABLE III ENGINE MODIFICATIONS (BETWEEN TESTS J4-1801-03 AND J4-1b01-04)

L)

Model Number RFD*-58-67

Completion Date July 31, 1967

Description of Modification Reorificing of Engine as Follows:. Location From To 0. 500 0.294 1.571

0. 489 Gas Generator Fuel, in. Gas Generator Oxidizer, in. 0.284 Oxidizer Turbine Bypass 1.430 Valve, in. RFD-59-67 August 1, 1967
August 1, 1967

Addition of Gas Generator Opening Control Line Flange Thermocouple TSGGOC

Deletion of Start Tank Discharge Valve Closing

SRFD-46-1-67
RFD-60-67 RFD-44-2-67

Control Line Thermocouple TSTDVCC August 1, 1967 August 1, 1967 Acouple Field Directive Installation of Heater and Insulation on Gas Generator Oxidizer Bootstrap Line Addition of Oxidizer Bootstrap Line ThermoTOBS-2B

*RFD -Rocketdyne

TABLE IV COMPONENT REPLACEMENTS ENGINE (BETWEEN TESTS J4-1801-03 AND J4-1801-04)

Model Number

Completion Date

Component Replaced

UCR*-007972 UCR-007973 *UCR

-

August 4,

1967

Gas Generator Outlet Temperature Transducer Fuel Turbine Inlet Temperature Transducer

August 5, 1967

Rocketdyne Unsatisfactory Condition Report

73

AEDC..TR-67-228

uJ

EliE

u
.40

cee
ILl

9E

all

a>

'E

'E

E0

1 g~g
'j
0-,0 "-.

It

I~~~l

oA

t>!

~C I~~E N NN9I

IC

E'

~74

A E DC..TR-67-228

TABLE SUMMARY OF

VI

TEST

REQUIREMENTS

AND

RESULTS

Firing Nuin4,or, 34-1801-

1A 410/Aoag4t4
-. .

44

0K 20304Aug-to,
:Ill. 0,44

Ti

-44,-r7 4)(D

ig
Stut
f4 ( 4, 4 f 1) 4

'1)tl42/A444uI 4

0444 444.4 4 1

3,

1967,

1530/Auot '1, 100; i

144190

re-004Altitude4 at E-11-,

-0_4 4444 -

10 o474 44

F iru i

D4,t lt u

444 ,

4 .

41 5 4 4 -420-44n4t4 44404

:4 .4 0.-44. -

'24

0 4 44

2 . -.4204.

" '(I004 2 H,24 14 '-424.4-4t

2 7 .4,
-0.-4 -410.45

24444

4.4

l . 42447

at En~gineStart

_4_2044404. -

0.4

-420.4404

44e425. 4444.4
04Engine S I4 t444044 tart

044.404 20) -

0. 4

2116.4 U-

-204. 14 l24 11

22444 .444.4
.1444

-. 24 1 1 Il

--

47 ,4

.24:,

-2o 10 1

ECondt

-on 4-4444444 F4404

T4 ..

-. *404

2- I

2444

1 1 , .4

1o 44444

12 .7

NM I

4:Il,"

Thru4 Cng 11-4. lor T40 li 1

_t.2I-

Main (Iuillizer Val-, ('Iumirig

(44,444-4

WO

Ili

-44 102
4( -.

sh

1 4044 1044

Ifl

Lin. Tetnperatrore at j,4444400 Sta4r4 t Ae.11 r"r 11 1*-.

at Engine Start.-44444 Fuel Lead Tite.

Pepltn in

444

.0444

.,

4444

44.-

-0c

34
444

3. 41447
444

7.5499%

It

7, 14404
7

_ _44 4Tillie.tol440 -

G..0 Gener-ator 14404444aor Suppl.y Lill,T meaueatEng0ine4 44t044, W4 I444. Ii o-44 .... 47 I44

(40004-0,4- t,-1 C.4.4444 04444, 44-4444444 444 ll

---

-445 2

1 417

Lalleno.. 81'10,1,n~o40 4-00 u Sta u:2_

T 11 d en

1~ ~
--

~
-

447 04 04V114

44l. b4

44

~
-

~~.
--

: 40 1.~.NIlNone--

4
-

44

Ga. Cy-t llio4~r (4,4440 Temperature, *F

4-ond4 P-1,4

---

Threat Chamber 4Ig0444o0 TIe

1.-003444004:.97 0444444.4444

Main OXhi-r

-194.44

1a4'40,n,.44 44

444

455o.poal C44amnler 404--0444-Attai4n], (Her4. stat 'ranik Diachotge 0444: 440t00

04, .4I

1 02-

.51

4444 4:

[Dtt

reduetdf. (

m nur444444ra. .

09-~ TO.4o

VIII

75

AEDC-TR-67-228

4'I :>

'I 4 ZZ00

ox

-#

0.

rJ
t
'2-

_ _ _ f__

oo

coo -.

I
42 2 - - - - -- - - 0 0442~ 000 0 .

:~ >~i
22

U)0

>>

2.

*E-

o-

0.~

2-0014 000

42 0

422-000 0004

04

760

AEDC.TR-67-228

27

TOBS
-2A 0

-4
TOBS-2

-2A

Oxidizer Bleed

, ~.

6.5

_~-3- -4

5.5 "3.5

Liquid Trap
To Gas Generator All Dimensions in Inches TO

Bc
-

TABLE VIII GAS GENERATOR OXIDIZER SUPPLY LINE TEMPERATURES AT ENGINE START

Parameter TOBS-1, OF TOBS-2, F TOBS-2A, OF TOBS-2B, OF TOBS-3, OF TOBS-4, OF Note:

04A -37 -39 -52 -46 -83 -174

04C -23 -26 -34 -,U -58 -112

04B -43 -38 -53 -45 -88 -182

04E -112 -73 -176 -162 -254 -258

04D -129 -109 -240 -163 -251 -249

Thermocouple TOBS-2B was suspected of poor contact with the line.

77

AECu~-TR-67-228

t--

t O c

N 0
=

N oCCN (No a)

Ln

t-)

C ,-

No

CD

N. -

co

to vC co

oC)oC )

N cc

Li)n

0 LU I-j

C..

Nc

Ius
7800
4 r

00

E-I4E
c-

AEDC-TR-67-228

o)

to'-

co co'

0t 0

Lo

l)c
cca

*n

0 LO 00

~ ~ ~ ~

tL

o0

v0

--

c)

C)

cO r -v
c~a) N r- *f a C a.)~a U) r-Oc NO o-10 L )

COE
Lo *Cao tt Lto) L a o

.C t-c

nc
C ) 0 r. co r

~c

No V-

.O

C) .0

(oOt-)Ito LO Oa0OC)a)O

m0
C)

~
to

C~

LO V

;t

. O~a m..

Ca)
M

LOl) co

C' CO)-c r E o t

o t'

Oil

.' Z

-O

C)

s-c.

o C),a

'v

C; to

=~~r

'0O tN- r:

0 co n vc qc

to0 La

0 oe

'0
Na ZV

-sLOE*co

c
C

tc axo

(Moca

coo .

'a

e)

ca

L.i

M 4.
JC2

* a)$
:579

co

AEDC-TR.67-228

APPENDIX III INSTRUMENTATION

The instrumentation for AEDC test J4-1801-04 is tabulated in

Table III-1. The location of selected major engine instrumentation is shown in Fig. III-1.

ij

80

I?

AEDC-TR-67-228

TABLE III.; INSTRUMENTATION LIST

AlDC Code Par aricetel I ap No Ia nge MicroSADIC Magnetic rrc_ O il o'Ajl Stillp Chart X-Y PLotter

ICC tic

Coot1 ol Ignition

0 to 30 0 to 30

EECL

Engine Cutoff Loc kin Engine Cutoff Signal Engine Star t ( oinrrand Fuel Bleed Valve Clobed Limnt Fuel Injector remperatua e Fuel Prevalve Closed/Opnn Limit telium Cont ol Solenoid !gnition Deterted 1,nition Phase Control Solenoid M orn-Stage Conti ol Solenoid Main-Stage Prebubre No. 1

,On/Olt On/Off On/Off Open/Cloved OGr/Off Cloued/Open On/Off On/Off On/Off On/Off On/Off On/Off Op,-n/Closed Closed Open CoOff

x x X x x x x x x x x x x x x x x a X a X x X x x x x y x

FECO FES EFBVC E JT EFPVC/O

SEHCS
EID EIPCS EMCS EMP-1

SEMP-2
EOBVC EOPVC EOPVO ESTDCS
*

Main-Stage Pr e-uu e No 2 Oxidicer Bleed Valve Closed Limit Oxidizer Prevalve Closed Limit Oxidizer Pre% e Open Limit alt Start Tank tIncharge Control Solenoid
S-,uarks

BASIS- 1 RASIS-2 RGGS-I

Augmented Spark Igniter Spark No 1 Augmcented Spark Igniter Spart. No. 2 Gas Generator Spark No Gas Generator Spark No 1 2

On/Off x On/Off Or/Off e PFF PFFA 0 to 9000 0 to 9000 0 to 9000 0 10 ICO POF POFA 0 to 3000 0 t- 3000 0 to 50 lbf 20, 000 20, 000 Percent O 0 to 100 0 to 100 0 to 100 0 to 100 0 to 100 x x x x x x x x x x x x x X x x x x x x x a x x x x X X a x

SRGGS-2
,Flows QF-1A QF-2 cc QF-2SD QFRP QO-IA QO-2 QORP

Fuel Fuel Fuel Flow Stall Approach Monitor Fuel Recir culation Oxidizer Oxidizer Oxidizer Recirculation Forces

x x X

FSP-l FSY-I

Side Load (Pitch) Side Load (Yaw) Posution

LFVT LGGVT LOTBVT LOVT LPUTOP

Main Fuel Valve Gas Generator Valve Oxidizer Turbine Bvpass Valve Main Oxidizer Valve Propellant Utilization Valve (Pot Output Voltage)

LSTDVT

Start Tank Discharge Valve

0 to 10o

81

AEDC-TR-67-228

TABLE I11-1 (Continued)

AEOC Code Pas amciter Pressure PAl PA? PA3 PC-'.' PC-3 PCASI-2 ICGG-IP PCGG-2 PFASIJ PFJ-IA PFJ-2 PFJGG-iA PFJGG-2 PFMI PFO1-1A PFe'C-1A PFPD-IP PFPD-2 PFPI-N PFPI-2 PFPI-3 PFPS-IP PFRPO PFRPh PFST-IP PFST-2 PFUT FFVI PFVL PGBNI PHECMO PHEOP PIES PIET-P PHET-2 PHRO-IA POBSC_ POBV POJ-IA POJ-2 POJGG-IA Test Ce4l Test Cell Test Cell Thrust Chamber Thrust Chamber Augmented Spark Igniter Chamber Gas Generator Chamber Gas Generator Chamber Augmented Spark lg.Iter Fuel Injection Main Fuel Injection Main Fue Injection Gas Generator Fuel Injection Gas Generator Fuel Injection Fuel Jacket Inlet Manifold Fuel Tapoff Orifice Outlet Fuel Pump Balance Piston Cavity Fuel Pump Discharge Fuel Pump Discharge Fuel Pump Inlet Fuel Pump Inlet Fuel Pump Inlet Fuel Pump Interstage Fuel Recirculation Pump Outlet Fuel Recirculation Pump Return Line Fuel Start Tank Fuel Start rank Fuel Tank Ullage Fuel Tank Repressurization Nozzle Inlet Fuel Tank Repressurization Vent Line Bypass Nozzle Inlet Pneumatic Control Module Outlet Oxidizer Recirculation Pump Helium Purge Helium Supply Helium Tans Helium Tank Helium Regulator Outlet Oxidizer Bootstrap Conditioning Gas Generator Oxidizer Bleed Valve Main Oxidizer !njection Main Oxidizer Irlection Gas Generator Oxidizer Injectior NNI NNI NN2 TG8 TFI TFI PF6 CF2 CF2A GF4 GF4 CF1 HF2 PF5 PF3 PF2 GGiA Cel CGIA IGI Tap No fange pasl 0to0 0 to 1 0 5 0 to 5.0 0 to 1000 A 0 to 1000 0 to 1000 0 to 1000 0 to 1000 0 to 1000 0 to 1000 0 to 1000 0 to 1000 0 to 1000 0 to 2000 0 to 1000 0 to 1000 0 to 1500 0 to 1500 Oto 100 0 to 200 0 to 200 0 to 200 0 to 60 0 to 50 0 to 1500 0 to 1500 0 to 100 0 to 1000 0 to 1000 0 to 200 0 to 750 0 to 150 0 to 5600 0 to 3500 0 to 3500 0 to 750 0 to 50 x x x x x X X x x x x x x x x x x x x x x x x x x x x x x x x x x a x x x x x X x x x x x x MicroSADIC Magnetic Tape Oscillograph Strip Chart X-Y Plotter

x x x

x x x x

G02 C03 C03A GO5

0 to 2000 1000 0 to 0 to 1000 0 to 1000

x x x x xZ x

82_1

8_2

AEDtC.T

-R67.228

TABLE I11.1 (Continued)

AEDC Code Param ete r PI essur c POJGG-2 POPBC-1A POPD-tP POPD-2 POP,-1 POPI-2 POPI-3 POPSC-IA PORPO PORPR POTI-tA POTO-IA POUT POVCC POV, POVL PPUVI-!A Ga, Generator Osidizer Injectio(n Oxidizer Pumni Bcai ing Coolant Oxidizel Pump l)xnchai ge Oxidizer Pump Discharge Oxidizer Pump Inlet Oxidizer Pump Inlet O\xidizer Pump Inlet Oxidizer Pump Primary Seal Cavity Oxidizer Recirculation Pump Outlet Oxidizer Recii culation Pump Return Oxidizei Tur bine Inlet Oxidizer Turbine Outlet O\idizer Tank UJllage Muam Oxidizer Va we Closing Control Oxidcrr Tank Repressum ization Ltxn Nozzle Inlet Oxidizer Tank Repressurization Line Nozzle Throat Propellant Utilization Valve Inlet Propellant Utilization Valve Outlet PTCFJP PTPP Thrust Chamber Fuel Jacket Purge Tut bopump and Gas Generator Purge Speeds NFP-1P NFRP NOP-1P NORP Fuel Pump Fuel Recirculation Pump Oxidizer Pump Oxidizer Recirculation Pumo Tempe_ TAI TA2 TA3 TA4 TAIP-1A TBHR-1 TBHR-2 TBSC TCLC Test Cell (North) Test Cell (East) Test Cell (South) Test Cell (West) Auxiltar) Instrument Package Helium Regulator Body (North Side) Helium Regulatoi Body (South Side) Oxidizer Bootstrap Conditioning Main Oxidizer Valve Closing 7ontrol Line Conditioning atures POV PFV P08 P09 TO3 TG4 P06 G05 P07 P03 P02 0 to 1000 0 to 500 0 to 1500 0 to 1500 0 to 100 0 to 200 0 to 100 0 to 50 0 to 115 0 to 100 0 to 200 0 to 100 0 to 100 0 to 500 0 to 1000 0 to 1000 0 to 1000 0 to 500 0 to 100 0 to 250 irpm 0 to 30, 000 0 to 15, 000 0 to 12, 000 0 to 15,000 F -50 to +800 -50 to +-800 -50 to -800 -50 to -800 -300 to 4200 -100 to +50 -100 to -50 -350 to +150 x x x x x x x x x x x x x x x x x x x x x x x x x Tap No. n Nfl :o,AI)I t

.V.ogn' lil
faL _C , _

()0, 'li1- "t.i I \-Y 1 tI lPlottei ph __ Ch.

SPPUVO-lA

x x x

- 325 'o 4 200

83

r-

r..

--

r-

----.:

"

rm" '

r"

-.....

'---

...

-2w

--

AEDC.TR-67-228

TABLE 111.1 (Continued)

AEDC Code Tap No MicroSADIC Magnetic Tape Oscillograph Strip Chait X-Y Plotter

Pax ameter

Range

TECP-IP TFASIJ TFASIL-1 TFASIL-2 TFBV-lA TFJ- IP TFPB-lA TFPD-lP TFPD-2 TFPDD T FPI-I TFPI-2

Electtical Control Package Augmented Spark Igniter Fuel lnertion Augmented Spark Igniter Line Augmented Spark Igniter Line Fuel Bleed \ alve Main Fuel Injection Fuel Pump Bearing Fuel Pump Discharge Fuel Pump Discharge Fuel Pump Discharge Duct Fu el Pum p Inlet Fuel Pump Inlet Fuel Recirculation Pump Outlet Fuel Recirculation Pump Return Line Fuel Tank Fuel Tank Fuel Start Tank Fuel Start Tank Fuel Turbine Discharge Duct Fuel Turbine Discharge Collector
T

NSrtA IFT1

-300 to '200 -425 to -4100 -300 to +200 -300 to +300

x x x X a x x a x x x x x x % x x x x x x xa x a x x x x x x x x x x x x x x x x a a a

x x

4
"i
5

GFTI CFT2

-421, to -375 -425 to *250 -425 to 325

PFTI PFT1

-425 to -400 -425 to -400 -320 to 4300 -425 to -400 -425 to -400 -425 to -410 -425 to -250 -425 to -410 -425 to -410

TFRPO TFRPR TFRT-l TFRT-2 TFST-1P TIN-T -9 TFTD-I TFTD-IR

TFTI TFTI

-350 to +100 -350 to 1+ 00 -200 to +800 -200 to +900 -200 to '1000 -200 to +1000 -200 to +900 -200 to +1000 -200 to +900 -200 to 4 1400 -200 to 41400 -200 to +1400 -200 to 41400

3
a

TFTD-2 TFTD-3 TFTD-3R TFTD-4 TFTD-4R TFTD-5 TFTD-S TFTD-7 TFTD-8

9

Fuel Turbine Discharge Duct Fuel Turbine Discharge Duct Fuel Turbine Discharge Line Fuel Turbine Discharge Duct Fuel Turbine Discharge Line Fuel Turbine Discharge Duct Fuel Turbine Discharge Duct Fuel Turbine Discharge Duct Fu"' Turbine Discharge Duct Fuel Turbine Inlet Fuel Turbine Outlet Gas Generator Outlet Helium Tank Main Oxidizer Val%e Actuator Conditioning Oxidizer Bootstrap Line Oxidizer Bootstrap Line Oxidizer Bootstrap Line Oxidizer Bootstrap Line Oxidizer Bootstrap Line Oxidizer Bootstrap Conditioning Inlet TFTI TFT2 GGT1 NNTI

a a

TFTI-lP TFTO TGGO- IA THET-IP TMOVC TOBS-l

0 to 1800 0 to 1800 0 to 2000 -350 to +100 -325 to *200 -300 to -250 -300 to 5250

TOBS-2A TOBS-2B TOBS-B TOBS-4

-300 to +250 -300 to *250 -300 to *250

TOBSCI

0 to 100 0 to 100

x a x

SOutlet
k

TOBSCO TOBV-IA

Oxidizer Bootstrap Conditioning Oxidizer Bleed Valve GOT2 -300 to -250

88

A E DC-T R-67-228

TABLE 111.1 (Continued)

AEDC Code Parametez Tap No Range MicroSADIC Magnetic Tape (J, illo. $titp Chart X-Y PL-ttti

TOPB- IA TOPD-IP TOPD-2 TOPDS TOPI-I TOPI-2 TORPO TORPR TORT-1 TORT-3 IOTI-IP TOTO-IP TOVL TPCC TPIP-1P TPPC TSC2-l TSC2-2 TSC2-3 TSC2-4 TSC2-5 TSC2-6 TSC2-7 TSC2-8 TSC2-9 TSC2-90 TSC2-10 TSC2-12 TSC2-13 TSC2-14 TSC2-15 TSC2-16 TSC2-17 TSC2-18 TSC2-19 TSC2-20 TSC2-21 TSC2-22 TSC2-23

Oxidizer Pump Bearing Coolant Oadizer Pump Discharge Oxidizer Pump Discharge Oxidizer Pump Discharge Skin Oxidizer Pump Inlet Oxidizer Pump Inlet Oxidizer Recirculation Pump Outlet Ox,dize - Recirculation Pump Return Line Oxidizer Tank Oxidizer Tank Oxidizer Turbine Inlet Oxidizer Turbine Outlet Oxidizer Tank Repressurization Line Nozzle Throat Prechill Controller Primary Instrument Package Pneumatic Package Conditioning Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin rhrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin Thrust Chamber Skin IThrust Chamber Skin

POT4 POT3 POT3

-300 to -250 -300 to -250 -300 to -2O -300 to -100 -310 to -270 - 310 to -270 -300 to -250 -300 to -140 -300 to -287 -300 to -287

x x x x x x x x x x x x x x x x a x x x x x x x x x x x x C x x x x x x x x x x x a x x x a x x

TGT3 TGT4

0 to 1200 0 to 1000 -300 to +100 -425 to -300 -300 to *200 -325 to 4200 -300 to 4500 -300 to +500 -300 to +500 -300 1 to 500

-300 to +500 -300 to +500 -300 to 1 500

-300 to +500 -300 to +500 -300 to +500 -300 to +500 -300 to +500 -300 to +500 -300 to +500 -300 to +500 -300 to 4500 -300 to +503 -300 to +500 -300 to +500 -300 to +500 -300 to +500 -300 to +500 -300 to +500 -300 to +500 -200 to +100 -200 to +100

STSC2-24
TSOB T TSOVAL-1

Skin Oxidizer Bootstrap Shroud Oxidizer Valve Closing Control Line

85

AEDC-TR-67*228

TABLE I1-1
AEDC Code Parameter Temperatures TSOVAL-2 Oxidizer Vaive Closing Control Line Oxidizer Valve Actuator Cap Oxidizer Valve Actuator Filter Flange Start Tank Conditioning upstream (PCV-N2-He) Start Tank Discharge Valve )pening Control Port 'hrust Chamber Jacket tControl) Gas Generator Opening Control Port TTCEP-I TXOC Thrust Chamber Exit Crossover Duct Condi ioning Vibrations UFPR UOPR UTCD-I UTCD-2 UTCD-3 UIVSC U2VSC Fuel Pump (Radial 90") Oxidizer Pump (Radi.l Thrust Chamber Dome Thrust Chamber Dome Thrust Chamber Dome No. I Vibration Safety Counts 90) CS1 Tap No.

(Concluded)
Range *F -200 to 100 x x x
x

MicroSADIC

Magnetic Tape

Oscillograph

Strip Chart

X-Y Plotter

"I-2OVC-I
TSO,'C-2 TSTC TSTD' TTC-lk TSGGOC

-325 to *150 -325 to +150

-300

to 4150

-350 to +100 -425 to *500 -350 to +100 -425 to -500 -325 to +200

x x x x x x

200 200 500 500 500 On/Off On/Off Volts 0 to 36 0 to 36 9 to 16 0 to 100 0 to 7a x x x x x x x x x x x x x x x x x

No. 2 Vibration Safety Counts Voltage

VCB VIB VIDA VPUTEP RTCEP

Control Bus Ignition Bus Ignition Detect Amplifier Propellant Utilization Valve Excitation Thrust Chamber Exhaust Plume

86

Em

AEDC-T R-67-228

F
0 .2 MC .0

LU DC6

-o2-

6S.

3t4

_jj

87

0C 0 C U

Cc

CL

Ea

n/

83~

AEDC-TR-67-228

00

M.

>

89

_ _ _ _

_ _ _

_ _ _ _

AEDC*TR-67*228

TSTDVCC

[-

Four-Way Valve

d. Start Tank Discharge Valve Fig. I1-1 Continued

90

m i

m ml

mmw

mm

m4-

m-

-m m

ii-

--

-- nl-ll

A IIC-

rR-67-228

CH-

r4t

H 0) k 4-)k

C H ) U)

0
w)

bDO
ri

i-D

0 r-4,.
4)1-

44I0

~~0

1"o

H4

' 0H..

S+
0
rI-i

94 Cd 0

S
CbbD

oo

00

0191

A ED C-T R-67, 228

c 0C,

r--

C~jNNC'i~

4q

14 ULA

0%

uj-u

I.---

II

I T -I-D

29

AEDC-TR-67-228

V~'
-

Potentiometer
0GGO

Actuator

Spring Control

01'

I0

Vav

Oxidizer

Fuleeuelute

g.Gas Generator Control Valve Fig. Ill-i Continued

93

AE D". T R.6 7-2 28

L
I0
0

0
-0

C..

.J,

-00

ce-J In >00 I

94

______

ILI

-0

vl

CDC

CY

c:

Lii

C:

95

1~

_...........

AEDC-TR-67-228

APPENDIX IV METHODS OF CALCULATIONS (PERFORMANCE PROGRAM)

STABLE IV-]
TEST MEASUREMENTS REQUIRED BY PERFORMANCE PROGRAM

Item
No. 1 2

Parameter

Thrust Chamber (Injector Face) Pressure, psia Thrust Chamber Fuel and Oxidizer Injection Pressures, psia Thrust Chamber Fuel Injection Temperature, 'F Fuel and Oxidizer Flowmeter Speeds, Hz Fuel and Oxidizer Engine Inlet Pressures, psia Fuel and Oxidizer Pump Discharge Pressures, psia Fuel and Oxidizer Engine Inlet Temperatures, F Fuel and Oxidizer (Main Valves) Temperatures, F

3 4 5 6 7 8 9 10 11 12 13

Propellant Utilization Valve Center Tap Voltage, volts Propellant Utilization Valve Position, volts Fuel and Oxidizer Pump Speeds, rpm

Gas Generator Chamber Pressure, psia Gas Generator (Bootstrap Line at Bleed Valve)

Temperature, OF 14 15 16 17 Fuel* and Oxidizer Turbine Inlet Pressure, psia Oxidizer Turbine Discharge Pressure, psia Fuel and Oxidizer Turbine Inlet Temperature, *F Oxidizer Turbine Discharge Temperature, *F

*At AEDC, fuel turbine inlet pressure is calculated from gas generator chamber pressure.

96

A F DC.T Q-67.228

NOMENCLATURE A B C* CP D H h M N P Area, in.

2

Horsepower, hp Characteristic velocity, ft/sec Specific heat at constant pressure, Btu/lb/0 F Diameter, in. Head, ft Enthalpy, Btu/lbm Molecular weight Speed, rpm Pressure, psia Flow rate, gpm Resistance, sec 2 /ft 3 -in.2

Q
R r T TC* W Z

Mixture ratio Temperature, *F Theoretical characteristic velocity, ft/sec Weight flow, lb/sec Pressure drop, psi Ratio
y

I
) 0 p

Ratio of specific heats Efficiency Degrees Density, lb/ft 3

SUBSCRIPTS A AA B Ambient Ambient at thrus'. chamber exit Bypass nozzle

97

AEC.TP.-'67"228

BIR BNI C CF CO

Bypass nozzle inlet (Rankine) Bypass nozzle inlet (total) Thrust chamber Thrust chamber, fuel Thrust chamber, oxidizer

CV
E EF EM EO EV e em F FIT FM FY

Thrust chamber, vacuum

Engine Engine fuel Engine measured Engine oxidizer Engine, vacuum Exit Exit measured Thrust Fuel turbine inlet Fuel measured Thrust, vacuum

f
G GF GO H1 HIR H2R IF 10 ITF ITO N NB

Fuel
Gas generator Gas generator fuel Gas generator oxidizer Hot gas duct No. 1

Hot gas duct No. 1 (Rankine) Hot gas duct No. 2 (Rankine) Inlet fuel Inlet oxidizer Isentropic turbine fuel Isentropic turbine oxidizer Nozzle Bypass nozzle (throat)

98

..

IllI

ll.l

MII

N II

AEDC-TR-67.228

NV 0 OC OF
OFIS OM 00 PF

Nozzle, vacuum Oxidizer Oxidizer pump calculated Outlet fuel pump

Outlet fuel pump isentropic Oxidizer measured Oxidizer outlet Pump fuel Pump oxidizer Propellant utilization valve oxidizer Ratio bypass nozzle, critical Specific, thrust chamber Specific thrust chamber, vacuum Specific, engine Specific, engine vacuum Total Turbine oxidizer Turbine exit fuel Turbine exit fuel (static) Fuel turbine Turbine inlet fuel (total) Turbine inlet, fuel, measured Turbine inlet fuel isentropic Turbine inlet oxidizer Throat Vacuum

PO
PUVO RNC SC SCV SE SEV T To TEF TEFS TF TIF TIFM TIFS TIO t V

v
XF XO

Valve
Fuel tank repressurant Oxidizer tank repressurant

99

AEDC-TR-67-228

PERFORMANCE PROGRAM EQUATIONS MIXTURE RATIO Engine

rE =-

WEO
WEF

WEO = WOM WEF = WFM -

WX0
WXF

WE =WEO -WEF

4
f-k

Thrust Chamber

rc =c S~WCF
Wco-- WOM WCF = WFM -

WXO - WGO
WXF WGF

WXO = 0.8 lb/sec = 1.8 lb/sec

WG0 = WGF = WT v WT l + rG WCF

SWXF

= PTIF ATIF K7 TC*TIF

K 7 = 32.174

WC = WCO + WCF

CHARACTERISTIC VELOCITY

Thrust Chamber
C* 7KP
c

At

K7

32.174

100

Io

AEDC-TR-67-228

DEVELOPED PUMP HEAD Flows are normalized by using the following inlet pressures, temperatures, and densities.
P1O = 39 psia PIF = 30 psia p10 PIF TI= TIF
=
3 70.79 lb/ft

4.40 lb/ft

-295.212OF -422.5471F

Oxidizer
HO HOK4 = =K4\Poo K 4 = 144 p = National Bureau of Standards Values f (P,T)

- ;1o/0

PO

Fuel
Hf = 778.16 AhOFIS AhOFIS = hoFIS
-

hIF

hOFIS = f(P,T)
hlF = f(P,T)

PUMP EFFICIENCIES Fuel, Isentropic

17f hOF
hOFIS-

hoF - hlF

hIF

f(POF, TOF)

Oxidizer, Isentropic noc Yo qo = 7 'ioc = K4 0

K 40 = 5.0526

(QPo (

K5

50N /

(QPO-)+

K60

K5 0 = 3.8611 K60 = 0.0733

YO 1.000

101

AEDC-TR-67-2?R

TURBINES Oxidizer, Efficiency

'iTO BTO -BITO Wp/oHO

BTO = K5 K5
f

1l0
= 0.001818

Wpo = WOM + Wpuvo

!puo =/Zp uvo P0O Zpuvo = A + B (POO) A = -1597 B = 2.3828 IF POO >_ 1010 Set Poo
SOPU =

1010
vO +

In R

A 3 + B 3 (PUVO)

C( 0 puvo) 3

0DpVo

F
+ F3

+ D3 (e)
oOTTV'

E3 (OPUV)()

A3 = 5.5659 x 10-1 1B = 1.4997 x 10-2 3

C3 = 7.9413 x 10-6 D = 1.2343 E3 = -7.2554

x 10-2

F 3 = 5.0691 x 10-2

Opuvo = 16.5239

Fuel, Efficiency
BTF

'TF

BITF

BITF = K 1 o Ahf

WT hTEF

Ahf = hTIF
BTF = BPF WPF = WFM

K5 (WPF- l)

Klo = 1.4148 Ks
=

0.001818

102

-A#nrTPs,

22

Oxidizer, Developed Horsepower

BTO
=

Bpo + K5 6
WP 110

S~770

Po SB
K5 6

= Ks
= -15

Fuel, Developed Horsepower

BTF = BPF BPF

= KS
WFM

WpF

Hf

77f WPF =

Fuel, Weight Flow

WTF = WT

Oxidizer Weight Flow

WTO
-

WT -

WB 2 HcYH2

WB =

YH9- 1

2K 7

H2

'YH2-1

(P-yy-RNC)

(PR~qc)

I(~T
ANB

PBN1 1 )~ (RH2TBIR)

PRNC = f (,8NB, YH ) 2

PNB =

DNB DB

>YH2' MH2 = f(TH2R, RG) ANB = K1 3

DN 8 B

K1 3
TBIR

= 0.7854

TTIO +

460

'PBN1 = PTEFS PTEFS = Iteration of PTEF

YH2

PTEF = PTEFS

ri

K8 PTEFS

)/

TH2-1\

D4 TEF MH2

YH2-1 YH2

Ks

38.8983

103

___.. ______m__um

______i_________________________n______________ ___________un_____

AEDC-TR-67-228

GAS GENERATOR Mixture Ratio

rG = D1 (TH ) 3 1 I1 = 0.2575
+

C1 (THI) 2 + BI (TH1 )

+ Al

B1 = 5.586 x 10-4 C1 = -5.332 x 10-9

D 1 = 1.1312 x 1 0-i1

THI Flows
TC*TIF

= TTIFM

D2 (TH1)3 + C2 (TH)

B2 (TH

A2 = 4.4226 x 103 SC2

B 2 = 3.2267 2 = -1.3790 x 10-3

D
=

2.6212 x 10-7 Vt"l

PTIF

r.

PTIFS

.WT =

+ K8
TIFS)

4 T__LR_ T 1R D4 TIF MH1

H H1 YH1

YH1-J

K -38.8983 Note: PTIF is determined by iteration. THI,

--

TTIF

MH1, YH!, Cp, rH1 =f (THR, rG)1

104

Security Classification

UNCLASSIFIED

DOCUMENT CONTROL DATA

t ORIGINATING ACTIVITY (Corporate author) "2a.

R&D
REPORT SECURITY CLASSIFICATION

(security classification of title, body of abstract and Indexing annotation must be entered when the overall report Is classifled)

Arnold Engineering Development Center, ARO, Inc., Operating Contractor, Arnold Air Force Station, Tennessee
3. REPORT TITLE

UNCLASSIFIED
2b.GROUP

N/A

ALTITUDE DEVELOPMENTAL TESTING OF THE J-2 ROCKET ENGINE IN PROPULSION E:IGIYE TEST CELL (J-4) (TEST J4-1801-04)

"RIPTIVE NOTES
August 3,

(7ype of report and inclusive

dales)

1967 -

Interim Report

AUTHOR(S) (Firstname, middle Initial, last name)

N. S.
6 REPORT

Dougherty,
)ATE

Jr.,

ARO,

Inc.
7u. TOTAL 40 OF PAGES 1,1. NO OF REFS

January 1968
On. CONTRACT OR GRANT NO

AF4O(600)-1200

Ca. ORIGINATOR'S REPORT NUMBER(S)

b. PROJECT NO

9194

AEDC-TR-67-228
9b. OTHER REPORT NO(S) (Any other numbers that may be assigned this report)

c.System 921E
d.

N/A
DISTRIBUTION STATEMENT

,0

Si1

Subject to special export controls; transmittal to foreign governments or foreign nationals requires approval of NASA, Marshall Space Flight Center (I-E-J), Huntsville, Alabama. Transmittal outside of DOD requires approval of NASA, Marshall Space Flight Center*
SUPPLEMENTARY NOTES 12 SPONSORING MILITARY ACTIVITY

Available in DDC.
3 ABSTRACT

A NASA, Marshall Space Flight ICenter (I-E-J),

IHuntsville, Alabama

Four firings of the Rocketdvne J-2 rocket engine were conducted in Test Cell J-4 of the Large Rocket Facility. A fifth firing attempt was aborted at t - 1 sec because the gas generator oxidizer supply line

containeu liquid-phase oxidizer. The firings were accomplished during test period J4-1801-04 at pressure altitudes ranging from 100,000 to
109,500 ft at engine start at predicted maximum starting energy S-V/S-IVB first burn conditions and maximum and minimum energy orbital restarting conditions. Satisfactory engine operation was obtained. The accumulated firing duration was 95.3 sec. This document is subject to special export controls and each transmittal to foreign governments or foreign nationals may be made only with prior approval of NASA, Marshall Space Flight Center (I-E-J), Huntsville, Alabama.

S(I-E-J),

Huntsville,

Alabama.

FOA
DD Nov .--. 47 1
NOr4

UNCLASSIFIED
Security Ciassification

3N

CA

UNCLASSIFIED Security Classification

.KEY WORDs LINK A LINK B LINK C

ROLE

WT

ROLE

WT

ROLE

WT

J-2 rocket engines altitude testing per formance gas generator ignition characteristics fuel pump stall margin

A -S

ifi

l
UNCLASSIFIED
Security Claissification

I*