PY'l A IR ti1969

ADVANCED
PROJECTS
LARGE ENGINES
LAP 67-473
THE

AEROSPIKE ROCKET ENGINE

CONCEPT,
PERFORMANCE,
DESIGN, AND
OPERATION DATA,

LIQUID OXYGEN LIQUID HYDROGEN PROPELLANTS

TO 500-KIBF VACUUM THRUST CLASS

PREPARED BY
ROCKETDYNE, A DIVISION OF NORTH AMERICAN ROCKWELL
CORPORATION

RCICK,E-T ENGINE?
(LA?- 67 - 473) THE Akjo ^.JPEPAT104`1
CONCEPT,
OXYGIFFN:
y', 0 0. EN_
uncl^i s
DATA. LT^,4UID 0_KLbF VACtgjA THRUST 00/20 )234096
250- T; 4
pROPEtLANTS Carp-)
CLASS (Rockwell

Loggod wli- e.n received at 'flash. !Ofc -

Relog only if S3,:"' OL:L,,u of J,'T-2s'ilington
Off ice.

V;; 7

- SON 7 November 1967
RIZ[D PE
TO
 ADVANCED PROJECTS
LARGE ENGINES
LAP 67-473
THE
AEROSPACE ROCKET ENGINE

CONCEPT,
PERFORMANCE,
DESIGN, AND
OPERATION DATA

LIQUID OXYGEN - LIQUID HYDROGEN PROPELLANTS

250- TO 500-KLBF VACUUM THRUST CLASS

PREPARED BY
ROCKETDYNE, A DIVISION OF NORTH AMERICAN ROCKWELL
CORPORATION

FOR

LOCKED MISSILES AND SPACE COMPANY

7 November 1967
 .I

ADVANCED PROJECTS
LARGE ENGINES
LAP 67-473
THE
AEROSPIKE ROCKET ENGINE

CONCEPT,
PERFORMANCE,
DESIGN, AND
OPERATION DATA

LIQUID OXYGEN - LIQUID HYDROGEN PROPELLANTS

250- TO 500-KLBF VACUUM THRUST CLASS

PREPARED BY
ROCKETDYNE, A DIVISION OF NORTH AMERICAN ROCKWELL
CORPORATION

FOR

MCDONNELL - DOUGLAS CORPORATION

7 November 1967

E i
 ADVANCED PROJECTS
LARGE ENGINES
LAP 67-473
THE
AEROSPIKE ROCKET ENGINE

CONCEPT,
PERFORMANCE,
DESIGN, AND
OPERATION DATA

LIQUID OXYGEN - LIQUID HYDROGEN PROPELLANTS

250- TO 500-KLBF VACUUM THRUST CLASS

PREPARED BY
ROCKETDYNE, A DIVISION OF NORTH AMERICAN ROCKWELL
CORPORATION

FOR

GENERAL DYNAMICS/CONVAIR DIVISION

7 November 1967

f ^
 ADVANCED PROJECTS
LARGE ENGINES
LAP 67-473

THE

AEROSPIKE ROCKET ENGINE

CONCEPT,
PERFORMANCE,
DESIGN, AND
OPERATION DATA

LIQUID OXYGEN - LIQUID HYDROGEN PROPELLANTS

2,50- TO 500-KLBF VACUUM THRUST CIASS

PREPARED BY
ROCKETDYNE, A DIVISION OF NORTH AMERICAN ROCKWELL
CORPORATION

FOR

THE MARTIN COMPANY

7 November 1967

G i
 P^

ADVANCED PROJECTS
LARGE ENGINES
LAP 67-473
THE
AEROSPIKE ROCKET ENGINE

CONCEPT,
PERFORMANCE,
DESIGN, AND
OPERATION DATA

LIQUID OXYGEN - LIQUID HYDROGEN PROPELLANTS

250- TO 500-KIBF VACUUM THRUST CLASS

PREPARED BY
ROCKETDYNE, A DIVISION OF NORTH AMERICAN ROCKWELL
CORPORATION

FOR

THE BOEING COMPANY

AEROSPACE DIVISION

7 November 1967
 -,r
NW7-
LAP 67-473

TABLE OF CONTENTS
PAGE
INTRODUCTION 1

THE AEROSPIKE ENGINE, CONCEPT 2

CONCEPT DESCRIPTION 2
ALTITUDE CODTENSATION 5
ENGI0'' OPERATION - THE TAPOFF CYCLE 5
THRUST CHAMBER COOLING 7
ENGINE CONFIGURATION S

AEROSPIKE ENGINE PERFORMANCE AND OPERATION 10

MAIN STAGE PERFORMANCE 10
ENGINE INFLUENCE COEFFICIENTS (MAIN STAGE OPERATION) 20
ENGINE OPERATION AND TRANSIENT PERFORMANCE 20
START 23
SHUTDOWN 32
T-RROTTLING OPERATION AND PERFORMANCE 32
RESPONSE 37
IDLE STAGE 37
TRANSIENT IMPULSE 44

AEROSPIKE ENGINE DIrl.1ISIONS 9 WEIGHT S AND MASS DISTRIBUTION 46

ENGINE DrTNSIONS 46
ENGINE WEIGHT 46
MASS DISTRIBUTION 46

AEROSPIKE ENGINE INSTALLATION AND INTERFAC., REQUIREMENTS 52

ENGINE THRUST VECTOR CONTROL 52
PROPELLANT NPSH 52
ELECTRICAL AND PNEUMATIC POWER REQUIREMENTS 54
AUXILIARY POWER 57
FLIGHT LOADS 59
INSTALLATION 59
LEAKAGE 62
PROPELLANT TANK PRESSURIZATION 62
OPERATIONAL LIFE 63

igloo"
-
 LAP 67-473

ILLUSTRATIONS

FIGURES PAGE
1. Aerospike Rocket Engine 3
2. Toroidal Combustor, Aerospike Nozzle ' Thrust Chamber
and Flow Fields 4
3. Schlieren Photographs of Aerospike Nozzle Cold—Flow
Tests 6
4. Aerospike Tapoff Cycle 7
5. Envelope Limits for Bell and Aerospike Engines 9
6. Aerospike Engine Vacuum Specific Impulse vs'Engine
Diameter 11
7e Aerospike Engine Vacuum Specific Impulse and Thrust vs
Engine Mixture Ratio 12
8. Aerospike Engine Vacuum Specific Impulse and Thrust vs
Engine Mixture Ratio 13
9. Aerospike Engine Vacuum Specific Impulse and Thrust vs
Engine Mixture Ratio 14
10. Aerospike Engine Vacuum Specific Impulse vs Vacuum
Thrust 15
11 Toroidal Aerospike Engine Specific Impulse vs Altitude 16
12. Aerospike Engine Specific Impulse vs Altitude 17
13. Aerospike Engine Specific Impulse vs Altitude 18
14.' Aerospike Engine Operating Range for 5:1 Throttling
Capability 19
l5. Basic Aerospike Engine Schematic 22
16., Aerospike Engine Start Sequence Schematic — Time Zero 24
17. Aerospike Engine Start Sequence Schematic — Start Inia-
ted 25
18, Aerospike Engine Start Sequence Schematic — Ignition 26
199 Aerospike Engine Start Sequence Schematic — Main Stage 27
20. Aerospike Engine Valve Sequencing for Start 28
21. Aerospike Engine Start `hP.recteristics 30
22. Aerospike Engine Total Impulse During Start 31
239 Aerospike Engine Shutdown Characteristics 33

W
 LAP 67-473

ILLUSTRATIONS ( CONTINUED)
FIGURES PAGE

24, Aerospike Engine Total Impulse During Thrust Decay 34

25, Aerospike Engine Schematic - Thrust Control Point
Summary 35
26. Aerospike Engine Specific Impulse Efficiency as a
Function of Mixture Ratio Excursion Over a Throttling
Range. 36
27. Aerospike Engine Schematic - Idle Stage .Capability 39
28. Aerospike Engine Schematic - Idle Stage (Tank-head
Operation) 40
29. Aerospike Engine Schematic - Idle Stage (Pump Fed
Operation) 42
30. A.erespike Engine Operational Limits 43
31. Aerospike Engine Length vs Engine Diameter 47
32. Aerospike Engine Dry Weight vs Engine Diameter 48
33. Aerospike Engine - Thrust Vector Control Assembly
Schematic 53
34o Pump Requirements 55

35, Propellant Supply Requirements 56

36. Flight Load Capability Data 59
37. Orthographic Drawing; 250-klbf Aerospike Flight Engine 60

TABLES
1, Engine Influence Coefficients 21
2. Aerospike Incremental Engine Weight Data 49
3, Estimated Aerospike Engine Moment of Inertia and Center
of Gravity Location Data 50
4, Estimated Pneumatic Requirements 58

iv ^.:.^
 LAP 67-473

THE AEROSPIKE ROCEET ENGINE

INTRODUCTION

The Perospike rocket engine is the outstanding candidate for new rocket-
powered vehicle systems. It achieves high performance and embodies many
unique features which enhance the performance and operation for the vehicle.
The Aeros p ike engine concept has been demonstrated in extensive NASA-, Air
Force- and company sponsored programs. '

A review of the Aerospike rocket engine concept, and a description of the

performance, design, weight and operation for Aerospike engines in the 250 -
to 500-klbf vacuum thrust class using liquid oxygen-liquid hydrogen propel-
lants is presented. The Aerospike performance, design and operation data
are based upon the AF ADP* program results, the NASA AEA** engine investigation
and sup-plementary studies.

Information from these programs has been consolidated to provide P working

document applicable to an Aerospike engine in the 250- to 500-klbf vacuum
thrust class.

"Advanced Cryogenic Rocket Engine Program, Aerospike Nozzle Concept",

Air F orce Contract Number AF04(611)-11399.

** Advanced Engine Design Study (Aerospike)", NASA Contract Dumber NAS8- 20349.

1
 LAP 67-473

THE AERO5PME ETIGINIE CONCEPT

COP: MPT DESCRIPTION

The peros{ ike engine general design confieura.tion is shown in Fig. 1. The
aerospike nozzle (Fi7. 2) is a truncated, annular spike nozzle (rn dicl in-
flow type) which utilizes a small amount of second,^ry flow introduced into
the nozzle base region. This nozzle has been successfully tested (cold-flow
models end hot firing) in r:ir Force-, NASA-, and company-sponsored nro.?r-.ms .

The primary flow (high-pressure gases) which produces the msior rortion of
the en,-inc- thrust is exhausted from an annular-type combustion chr .ber and
expends against the metal surface of the center truncated - spike nozzle
(Pia. 2). The char += cteristics of the primary flora field upstre^m of the
base re,gi,on are determined by the annular throat geometry, the nozzle wall
contour, and the ambient pressure. The annular primary flow continues to
expand beyond the nozzle surface and encloses a subsonic, recircul ting flow
field in the base region. The pressure acting upon the nozzle base contri-
butes additional thrust to the nozzle.

When a small amount of secondary flow is introduced into the base (odded to
the recircul r-ting flow), the base pressure is further increased. As the
secon&,ry flow is increased, the overe.1 1 nozzle efficiency ( considering the
additional flow) increases bec€:use of the increase in base. pressure. There
is a limit to this ,gain in efficiency, and an o ptimum secondary floe; exists
for e^ch confi^?uration.

i^`
ROCKET DY IwE LAP 67-473
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LAP 67-473
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4
 LAP 67-473

ALTITUDE COMPENSATION

The outer surface of the annular primary flow is a free-jet boundary, which
is influenced by ambient pressure. This ambient pressure influence on the
primary nozzle flow provides this type of nozzle with altitude compensation.
In operation at high- pressure ratios (i.e., altitude conditions), the outer
free-jet boundary of the primary flow is governed by the Prandtl-Meyer
turning angle at the throat. At low-pressure ratios (i.e., sea level opera-
tion), the relatively higher ambient pressure compresses the primary flow
field. T his compression increases the static pressure on the nozzle wall
and partially offsets the negative effect of the higher ambient pressure
on the back side of the nozzle. The base pressure is also increased with
increased ambient pressure because the compressed primary flow field, which
influences the base pressure, has higher static pressures. This combina-
tion of flow-field effects provides the altitude compensation inherent in
the aerospike nozzle.

The effect of ambient pressure on the free-jet boundary and the flow fields
is shown in the Schlieren photographs of Fig. 3® This ambient pressure
influence causes the performance to be near an "ideal" variable-area-ratio
nozzle at all chamber pressure to ambient pressure ratio (P,,/P,) values;
this effect is called altitude compensation.

ENGINE OPERATION - THE TAPOFF CYCLE

The tapoff power cycle for the toroidal combustor, aerospike nozzle engine
is ,illustrated schematically in F ig. 4. Basically, this cycle is a
simplification of the gas generator cycle®
It
IW ROCIGE T DY 11wE
LAP 67-473
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 LAP 67-473

L. this system, the combustion of the

propellants t?kes place in the mains
AEROSPXE TAPOFF CYCLE annular-type combustor and the major
H, o^ portion of the combustion gases (i.e.,
NO-C the primary flow) expands along the
aerosnike nozzle and generates thrust.
A small portion of the gases is tapped
MAIN CH) from the main combustor and used to
TAPOFF
drive the engine turbo p umps. The tur-
bine drive gas after expanding through
the turbines, provides the secondary
flow to the base region of the nozzle
Fi g o 4 Aerosrike Tapoff Circle
which increases the b?se p ressure and
thrust. This use of the turbine drive gas results in high nozzle perform-
ance and a very hi?h overall engine efficiency.

THRMT C11AYEFIR COOLING

The thrust chamber is regeneratively cooled with hydrogen fuel flowing

through the contoured thrust chamber walls. Liquid hydrogen is intro-
duced into the regenerative cooling circuit from the fuel turbopump
through an annular manifold at the nozzle exit plane. After completing
the cooling circuit, the hydrogen is delivered to the injector to be
subsequently combusted with liquid oxygen in the toroidal combustor.

The use of regenerative cooling permits a maximum in thrust chamber perform-

ance to be achieved. Supplementary film or transpiration cooling - which
degrades the overall system performance through (1) noncombustion or non-
mixing of the film coolant with the main stream gases, and (2) by resulting
in a higher mixture ratio and lower performance for the main stream propel-
lants because of the bleed-off of the hydrogen coolant - is not required.

V-"W0
 LAP 67-473

ENGINE CONFIGURATION

The combination of the annular combustor and the aerospike nozzle provides
an inherently short-length, compact engine. The turbopumps, duct, con-
trols, and thrust structure are packaged compactly and accessibly within
the central cavity of the thrust chamber, enclosed by the nozzle. The
two propellant turbopumps are separate units mounted 180 degrees apart
with axes parallel to the engine axis. The aerospike nozzle is 25 percent
the length (or less) of an equivalent 15-degree half-angle conical nozzle.
The nozzle, the packaging arrangement, plus the short thrust structure,
make it possible to provide a.high-performance engine that is at least 75
percent shorter than an equivalent engine with a conventional bell nozzle.

Engine thrust loads are transmitted through an efficient combination bone

and radial-beam thrust structure to a single, spherical-bea.rin^; gimbal
block located on the engine axis. The radial beams also provide the pri-
mary mounting structure for the turbopumps and the gimbal actuators.

The engine gimbal, which provides thrust vector control (TVC), is

located in the longitudinal plane of maximum engine diameter; thus,
a gimbal deflection can be accomplished without increasing the engine
envelope. This permits the engine to fill the available envelope com-
pletely, thereby allowing a higher area ratio nozzle-to be used in the
design compared to an engine with a nozzle which must be designed to
an envelope physically smaller than the available envelope to allow for
gimbaling (Fig. 5 ).
w 1i430CZCETD1k'1%iE s

LAP 67-473

All owabl
e Aerospake -DI,

Al1owable
$e11 .0ia
Global
' Angle

Maximum Excursion Envelope

Figure 5 . Envelope Limits for Bell

and Aerospike Engines

9
 LAP 67-473

AEROSPM- ENGINE PERFORMANCE AND OPERATION

MAIN STAGE PERFORMANCE

Parametric main stage vacuum specific impulse data for Aerospike engines
operating at a mixture ratio of 6:1 as a function of engine dynamic diam-
eter from 75 to 100 inches for thrust of 200- to 500-klbf is presented in
Fig. 6 . (In reference to F ig. 5 , the dynamic diameter of the Aerospike
engine is the envelope diameter required for engine gimbalinge - k ith the
gimbal in the plane of maximum physical diameter, the two dimensions are
the same). The Aarospike engines are designed for chamber pressure opera-
tion at 1500 lbf/in2 and employ liquid oxygen and liquid hydrogen as pro-
pellants. The engine is.designed for nominal operation at a mixture ratio
of 6:l but is .. capable of operating over a range of mixture ratios from
5:1 to 7:1. Parametric main stage vacuum specific impulse and thrust data
as a function of mixture ratio (5:1 - 7:1) is provided on F igs. 7 9 8 and 9
for the subject thrust range. Vacuum specific impulse and thrust data from
F igs. 7, 8 and 9 are cross plotted on F ig. 10 for engine diameter values
of 75, 100, and 125 inches (mixture ratio = 6:l). Engine specific impulse
data as a function of altitude is presented in F igs. 11, 12, and 13 for
vacuum thrust levels of 250-, 350-, and 450-k1bf, respectively-

The operating range (thrust versus mixture ratio) for an A.erospike engine
designed to have a 5:1 throttling capability is presented in Fig. 14;
(T his operating range is based on design studies conducted for the AF ADP
Aerospike engine). Based upon optimization studies of vehicle payload
and engine performance, constant chamber pressure (1500 lbf/in2 ) main stage
operation over the 5:1 to 7:1 engine mixture ratio range was specified.
This operation results in a slight gain in thrust, over 250-klbf for the
7:1 mixture-ratio operation, and a reduction in thrust for 5:1 mixture-
ratio rang A constant.,thrust over this mixture ratio range can be accom-
plished, if desired, by small changes in chamber pressure; i.e.,
 L02/LH2 Propellants
Chamber Pressure = 1500 lbf/in2
Engine Mixture Ratio = 6.0
Vacuum
Nozzle Percent Length = 25
Thrust,
klbf

200
46 0
! 250
vas
m I 350
w^
0 450
a^
45
^ i ..
500

s
I
44
d
a

v
tv
43 0

ov w lvu 11U 12U 130

Engine Diameter, inches (Dynamic)

Figure 6 . Aerospike Engine Vacuum Specific Impulse vs Engine Diameter.

 LAP 67-473

a
470
U Engine
a^
m Diameter,
A 460 inches

I
450 125
m

a 100
e
440

75
a, 430

420
U
9
L02/LH2 Propellants,
Chamber Pressure = 1500 lbf/in2
Engine Mixture Ratio = 6.0
Nf•• 1 s D---- - T--4- 1k 7G 125
255 Ni 100

75 .
253

251

+-3
M 249

247
U

245

243

Engine Mixture Ratio, 02/H2

Figure 7 . Aerospike Engine Vacuum Specific Impulse and Thrust

vs Engine Mixture Ratio.
12 'r
 LAP 67-473

0
.0

aUi 460

450

440
e
H
U
430
U
a
cc 420

357

355

CH
353
.0
14
351

N 349

347

345

343

Engine Mixture Ratio, 02/H2

Figure g . Aerospike Engine Vacuum Specific Impulse and Thrust

ve Engino fixture Ratio.

13
 a
U
45C
w
,a
.-e
44C
(D
m

a.
a 43C
U
.r4
42C
U
N
a
41C

U
a

451

455

45;

w.^
45,

44t
F

441
v
9
445

443

441

Engine Mixture Ratio, 02/H2 '

Figure g . Aerospike Engine Vacuum Specific Impulse and Thrust

vs Engine Mixture Ratio.
14
 LAP 67-473

L02/LH2 Propellants
Chamber Pressure = 1500 lbf/in2
Engine Mixture Ratio = 6.0
46 0 Nozzle Percent Length = 25
s

U Engine
a^
m
i Diameter,
p inches
45 0
a^ 125
a^

a
H
U
4-, 44 0 100
U
a^
a.

U
43 0

75

200 300 400 500

Vacuum Thrust, klbf

Figure 10. Aerospike Engine Vacuum Specific Impulse

vs Vacuum Thrust.

somw
 NOW
LAP 67-473

Dynamic
Engine
Diameter,
inches
460
120
100

80
440

A
v
a^
m
420 L02/LH2 Propellants
Chamber Pressure = 1500 lbf/in2
m Thrust = 250 klbf
a Engine Mixture Ratio = 6.0
s
400 Nozzle Percent Length = 25

a^
a

380

3600
40 80 120 160 200
Altitude, kft

Figure 11. Toroidal Aerospike Engine Specific Impulse vs Altitude.

16
_
 LAP 67-473

Dynamic
Engine
Diameter,
inches
460
120
I 100

440
80
s
10

4% 420
0

a)
M

w
s
400
U LO+H2 Propellants
Chamber Pressure = 1500 lbf/iIL2
U
m Thrust = 350 klbf
Engine Mixture Ratio = 600
380 Nozzle Percent Length = 25

360
0 40 80 120 160 200
Altitude, , kft

Figure 12 . Aerospike Engine Specific Impulse vs Altitude.

17
 LAP 67-473

Dynamic
Engine
Diameter,
inches
460

120

440 100

A
U 80
N

.ra 420

mm

H
400
U
w
.rl
a)0P
D2

380

360®
40 80 120 160 200
Altitude, kft

Figure 13. Aerospike Engine Specific Impulse vs Altitude.

18
 LAP 67-473

260

250

240

,n
s4 230
J

70

60

50

40
5.0 6.0 7.0
Engine Mixture Ratio, 02/H2

Figure 14 • Aeroapike Engine Operating Range for

5sl Throttling Capability
 LI,P 67-473

slightly higher at the 5:1 mixture ratio and slightly

lower at the 7:1 mixture ratio. The result of providing constant thrust
over the mixture-ratio range rather than constant chamber pressure has
virtually no effect upon specific impulse.

An Aerospike engine control system designed for and calibrated to maintain

thrust and mixture-ratio accuracy to ± 3 percent at the rated thrust was
investigated in detail in the AF ADP Aerospike engine studies and found to
be completely feasible. This accuracy is typical for engines in the 250-
to 500-k1bf thrust class.

ENGINE IP1MUENCE COEFFICIENTS (MAIN STAGE OPERATION)

Engine influence coefficients (gain factors), i.e., the influence upon

engine performance resulting from a change in the propellant inlet condi-
tions, are presented in Table 1 for a representative 250-kl bf vacuum
thrust Aerospike engine system. The engine control system is designed to
maintain chamber pressure and mixture ratio at prescribed conditions. The
specific impulse gain factors presented result from changes in the engine
power balance with changes in the propellant inlet conditions. The thrust
gain factor is the result of changes in engine balance resulting in change
in primary and secondary flows, which change the overall engine thrust,
and the effect of propellant enthalpy changes. These gain factors are
typical for Aerospike engines in the subject thrust range using a chamber
pressure/mixture-ratio control system.

ENGINE OPERATION AND TRANSIENT PERFORMANCE

The flow schematic for the basic Aerospike engine is illustrated in

Fig. 15 . The tapoff lines, main propellant valves, control valves, turbo-
pumps, thrust chamber and ignition systems are all indicated. The turbo-
pumps are driven in parallel by the combustion chamber tapoff gases. Both
the fuel and oxidizer pumps have centrifugal-flow impellers.

Based on this typical Aerospike engine schematic (Fig. 15), a discussion of the
engine start and shutdown transient operation is presented in the following
 LAP 67-473
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 LAP 67-473
paragraphs. Representative data on thrust and total impulse generated
during transient operation are also provided.

Start

Prior to start, the main fuel and oxidizer valves are closed; th y : start is
based up on li q uid propellants available at the main velves (Fi7. 16 ).

Icoition of propellants in the main thrust chamber is obtained from a hot-

eas i=niter (HGI), which is located within the engine mo r?. 1ile. The ignition
system utilizes the hot-gas tapoff ducts and manifold to distribute and
inject the ignition gases. During start, the hot-gas igniter functions to
augment the available tank head pressure to drive the turbopumps; propel-
lants for the igniter are supplied under tank head pressure. An isolation
valve, integral with the igniter, prevents the turbine drive T ses from
backing up into the i gniter during main stage operation. The start is ini-
tiated (I^is°. 17 ) by opening the oxidizer and fuel HGI (hot-gas igniter)
vel ves and the main fuel valve. Chilldown of the tube ja.eket is accomplished,
ignition flow (from the HGI) is stabilized (Fig. 18 ), the main oxidizer
valve then opens (in a two-step procedure) and main stage operation results
(Fig. 19 ). The valve sequencing for engine start is summarized on
Fig. 20 . The Aerospike engine is restartable without start system
reche.rging or er ai.ne conditiong in flight. (For example, analytical results
indicete that the thrust chamber tube jacket will cool, with normal start
flow, in aoproximately 1.2 seconds. This is the time delay between HGI
ignition and the mein fuel valve opening).

Liquid cropellrnts are required for start at the engine main valves. A
vehicle propellant inlet duct and propellant conditioning system (i.e.,
an idle-stage phase to chill down the propellant inlet . ducts and consume
low-quality propellants) can be used, if required, for engine start
following an extended space coast.

23
 1, ^ P 6 7-4*73
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24
 LAP 67-473
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 LAP 67-473
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 LAP 67-473
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 LAP 67-473
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28
 CONFIDENTIAL
LAP 67-473

Engine start transient data, based upon a 250-klbf Aerospike ens-ine dynamic
investigation are provided on Fig .21. The thrust buildup trend,
and the totF1 im-oulse trends are shown, respectively. The approximate
values of nropell pnt consumed during start, total impulse, and total impulse
tolerances (from zero to 97,pereent thrust) are as follows:

Fuel Consumed i.22 1 b (to 4.5 seconds)

Oxidizer Consumed 6E'i 1 b (to 4.5 seconds)
Total Impulse (vacuum) 318 klbf-13e,c ( to ' 4.5 seconds)
Estimated Total. Impulse 119 -klbf-sec
Tolerance (Run-to-Run)

(The fuel consumption indicated includes a hydrogen lead prior to HGI igni-
tion which has an epproximate 0.5- to 1.0-second duration at a fl.owrate of
about 1.0 lbm/sec.).

The total impulse generated durin g engine start for Aerospike engines is
approximately proportional to thrust. Thus for higher thrust engines, start
total impel:e has been approximated and is shown in Fig°. 22. Total engine
start time will be approximately the sPme for all engines in the thrust
range of 250- to 500-klbf. If changes in engine start time should occur as
P result of vehicle requirements, the engine-start tot gl impulse will be

affected. r or changes in start time between 10 and 90 percent main stage

thrust, the chan ge in total impulse generally would be directl y'proportionPl
to the cn^nge in this time. Between 0 and 10 percent, the effect would be
almost negligible. Between 90 and 100 percent, the effect would be an incre-
ment of impulse e q ual to the product of main stage thrust and additional
increment of time.

29

CONFIDENTIAL
 25(
Vacuum Thrust Buildup
During Start
1 1 .

20( )1®°

!g 150

m
100

50

800
0 'E

Total Impulse During Start

U
u^ 600
1
4-a

as
aj 400

E, 200

0 0 1 2 3 4 5 (i
Time ® Seconds

Figure 21. Aerosp ike Engine Start Characteristics.

30
 70

'r
60

e^
50

Imo.•
4
$4 40

to
•.i

30
W
m
50'1dbf Aerospike Engine Design

20 )1—
0
C-

0
I!^
6/v
IM
/vv
Cr%
//v
A I
-TVv
AriW I GI
W

Vacuum Thrust m k1 W

Figure 22. Aerospike Engine Total Impulse

During Start (Effect of Thrust)

31
 UP 67-473

Shutdown
.....
Engine shutdown is accomplished by closing, in sequence, the main oxidizer
and main fuel valves and the oxidizer turbine valves. Operation to oxidizer_
depletion is an anticipated capability.

Preliminp: ry estimates of engine shutdown transient data presented in'

Fig.. 23 for thrust decay and total impulle ' values during the shut-
down transient (from.100 - 3 percent thrust) for the 250-klbf Aerospike
engine are based on the following:

Fuel Consumed 130 lbm (to 3.0 seconds)

Oxidizer Consumed 100 lbm (to 3.0 seconds)
Total Impulse Vacuum 83 klbf-sec (to 3.0 seconds)
Estimated Total Impulse
Tolerance ( run-to-run) ± 8 klbf-sec (to 3.0 seconds)

The total impulse generated during engine shutdown is approximately propor-

tional to thrust ( providing the main oxidizer valve closing time remains
unchanged); estimates for higher thrust Aerospike engineB are shown in
Fig. 24. If a change in engine shutdown time is required, the en.Pine shut-
down impulse will change proportionally to this change in shutdown time.

'throttling Operation and Performance

Throttlin g , i.e., thrust control, is provided in the Aerospike engine designs
Thrust control can be by either ^1) a hot - gas throttle valve and an oxidizer
turbine throttle valve, (2) throttleable main oxidizer and fuel valves, or
(3) a combination of both. The control points for these systems are illus-
trated schematically in F ig. 25.

32

ate,
 u

:9
53
4J
W

ti

E-+

V
cd

C3

4-t

a.
e

0
H

"0 1 2 3 4 5
Time ® Seconds

Figure 23. Aerospike Engine Shutdown Characteristics

33
--
 21 U

U
N
2C 0
1
4i

lc 0
0
IV

bP
is 0
a
A
m

I250 klbf Aerospilm Eagime

P' 7

0
E4

Vacuum Thrust, klbf

Figure 24. Aerospike Engine Total Impulse

During Thrust Decay (Effect of Thrust)

34
 LAP 67-473
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35
 LAP 67-473

The response rate is influenced by the type of control system used, thus
vehicle requirements are a prime factor in control system specification.
The performance is influenced by the throttle control system during
throttled operation. However, in any of the throttling control systems,
pump power is inherently reduced during throttling; that is, because the
chamber pressure is lower (i.e., throttled), the turbine power flow which
is tapped from the main combustor is also reduced. Thus, the throttled
engine flows are quite similar, end in general, independent from the
throttle control system.

Engine throttled performance to 10-percent main stage thrust over an engine

mixture ratio range of 5:1 to 731 is presented in P ig. 26 for a 250-klbf
vacuum thrust Aerospike engine® This data is typical of Aerospike engines
in the 250-to 500-klbf thrust range.

102
w Nominal Design
U i Point
100
Engine Thrust,
^^ HV1 ..f. ( Percent
100
98 50
1 o t
A 96 20
v ^ ^ F
10
94
a
Ca

5.0 6.0 7.0

Mixture Ratio, 02/H2

F igure 26, Aerospike Engine Specific Impulse

Efficiency as a Function of Mixture
Ratio Excursion Over a Throttling
Range.
 LAP 67-473

The 10:1 throttling capability can be provided in the Aerospike engines;

tests have demonstrated high combustor performance and regenerative
cooling throughout this throttling range. Complete capability of the engine
controls for this throttling has been established from dynamic simulation
of the engine.

Experimental engines at Rocketdyne using OA propellants - e.g., the

X-S and J-2R engines, - have demonstrated throttling capabilities signifi-
cantly greater than 20:1 capability. Increased throttling capabilities
(greater than 10:1) can be provided in the Aerospike engine with main com-
bustor injector systems designed to provide high-combustion performance at
the . smaller, throttled propellant flowrates. Extremely deep . throttling
(greater than 33 111) can be obtained via idle stage operation.

Response. Dynamic analyses have been conducted for the various control
systems. Use of liquid-line control (throttleable main oxygen and fuel valves)
gives the fastest response. The potential response capability with this
type of system for main stage thrust level is a 45-percent thrust change
per second, i.e., from 100-percent thrust to 55-percent thrust in 1 second)
for increaing or decreasing thrust.

Idle Stage. Detailed studies of this operating mode are in progress and
this capability can be incorporated in any Aerospike flight-type engine®
The schematic for an idle stage combustion mode of operation is illustrated
in F ig. 27 ; the principal modifications to the basic schematic are the
addition of a turbine bypass line and valve and a fuel turbine valve.

Essentially, idle stage operation can be employed for several basic vehicle-
system operational objectives listed as follows

37
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38
 LAP 67-473

1. For low—thrust space maneuvers.

2. To settle propellants prior to start.
3. To precondition (purge and chill) the vehicle
propellant lines to provide liquid propellant
for the pumps at main stage start.
4. To provide heat source for propellant tank
pressurization augmentation.

Considerable thrust versatility is accomplished by combining idle stage

operation with the throttling capability of the primary combustor. Idle
stage can be used to supplement main stage throttled thrust to provide an
engine thrust capability from essentially zero thrust to 100 percent thrust.
For very low—thrust, idle stage operation, a tank head pressure—fed mode
can be used (Fig. 28 ). In this tank—head idle stage, the main oxidizer
and fuel valves remain closed. The fuel and oxidizer turbine valves
are closed and the turbine bypass valve is open. The HGI operates as an
idle stage combustor and its combustion gases are exhausted through the
turbine b;;-pass line to the base to provide the thrust force. The HGI can
operate in this mode on mixed—phase or liquid propellants. Alternate thrust
controls exist; control of thrust by tank pressure, the liquid valves, and
if necessary, the HGI ,valves,
 LAP 67-473
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40
 LAP 67-473

For higher thrust idle-stage-operation, the turbine bypass valve is closed

and the oxidizer and fuel turbine valves are opened. This results in the
Dumps operating, i.e., a pump-fed idle stage o peration (Fig. 29 )• Higher
thrust can be achieved since higher HGI (or idle stage combustor) operating
pressures can be maintained. Thrust control can be accomplished"by the
turbine v%l ves or HGI valves, if required.

To achieve mainstage operation, the main fuel valve is opened to provide

hydrogen flow through the jacket, and the tapoff throttle valve is opened
to permit an igniter-flow to the main combustor for ignition and operation
to main stage then continues. In the sequence, , the turbine bypass valve
is closed just prior to the ignition phase.

Specific impulse for idle stage is anticipated to be in the 375- to 400-

lbf-sec/lbm range.

Preliminary Aerospike engine thrust and mixture ratio operational limits in

the 250- to 500-klbf thrust class are shown on Fig. 30; these data are
based on NASA AEA system study results. The operational limit lines encom-
passing main stage and idle stage regions were generated by performing
engine balances with a nonlinear model over wide ranges in thrust and mixture
ratios. In the design mixture ratio range, the upper limit on thrust is
based on the turbomachinery design capabilities. The result is limit line
3 in F iz. 30 which includes considerations of . turbine drive gas properties
and pump speed limits. Limit line 2 of Fig. 30 reflects the design point
tapoff valve pressure drop. As engine mixture ratio is reduced at constant
thrust, required turbine power increases because it takes more power to pump
hydrogen than oxygen. The increased power must come from greater flowrate,
hence higher fuel turbine inlet pressure. The tapoff valve must be opened
to supply this pressure but, eventually, the point is reached where the
required turbine inlet pressure is a maximup.for a given chamber pressure,
i.e., zero valve 4 P. At extremely low main stage thrust levels, the lower
mixture ratio limit will be a flammability limit, at approximately 0.5 mixture
 LAP 67-473
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 ].All 67-473

AEROSPIKE
r Engine Operational Limits
Representative Limits Based on A Specific Engine Design
Configuration
' 1. Regenerative Cooling Limit
2. Fuel Turbine Inlet Pressure ( 0 PTOV !"- 0)
3. Turbomachinery Limit: Specified by Initial Design,
4. Flammability Limit
200 5. Auxiliary Horsepower Limit (50 HP; Typical)
6. Estimated Propellant Hydrodynamic Stability Limit
7. Idle-Stage Combustor _ Uncooled Mixture Ratio
Limit

i.
100
3

50
a^
W
U 2
w MAIN STAGE

X10

6 1
1.0— / IDLE I i

STAGE
I `
0.5 7

0 . . 1 2 3 4 5 6 7
ENGINE MIXTURE RATIO

Figure 30. Aerospike Engine Operational Limits

43
 LAP 67-473

ratio (line 4). Main chamber heat transfer considerations with regenerative
cooling impose limits on high mixture ratio operation, and on low thrust
operation. Limit line 1 of Fig. 30 represents the regenerative cooling limit for
the specific design configuration used to illustrate the operation limits,

A requirement for auxiliary horsepower to be taken off the oxidizer turbine

shaft changes the operational limits as indicated by the dashed line (5) in -
Fig. 30. Above this line, there is sufficient turbine power to supply
50 horsepower. The auxiliary power can be supplied below this point (5-
percent thrust) with modifications to the control system and certain turbo-
machinery parameter values. Lower thrust regions also are limited by the
hydrodynamic flow stability of the oxidizer and fuel systems; this reflects
the fact that the very low flowrates in the liquid regime may not fill the
feed lines, the flow may not feed the manifolds resulting in nonuniform flow
distribution, and control and measurement of these flowrates becomes
extremely difficult (line 6).

The idle stage operational region utilizes both pressure-fed and pump-fed
propellant supply techniques. Operating tank pressures, or NPSH require-
ments, for these modes of operation are provided in the NPSH discussion.

Transient Impulse. The Aerospike engine can be started and stopped without
operating to full main stage thrust. T hat is, the engine can be started
and can go into main stage with the throttle control system set at a pre-
scribed throttled condition. Current analysis indicate that in the start,
a thrust buildup to approximately 20-percent main stage thrust, prior to
throttling to a lower thrust is desirable to ensure complete thermal
stability of the engine. If a.requirement for a lower initial thrust is
required, minor changes in the design could provide the necessary capability.

44

ago~
 LAP 67-473

The minimum impulse bit is governed by the thrust level desired, and whether
transient thrust can be included in providing the vehicle impulse require-
ments. Also, idle stage may be useful in providing a small impulse, if a
low thrust level is adequate. For preliminary data on minimum im pulse, the
response rate of 45 percent per second provides a means of determining
minimum impulse bit and related thrust level and/or operating duration.

45
 W,.
lROCSCETDYI^IE •
LAP 67-473

AERUSPIKE ENGINE DIMENSIONS, WEIGHT, AND MASS DISTRIBUTION

Er:GINE DIMENSIONS

Engine dimensions in terms of engine diameter and length for the para-
metric thrust range considered are presented in Fig. 31.
It should be noted that for a specific engine diameter, engine length
is essentially independent from thrust.

EPdGINE WEIGHT

Engine weight trends (dry engine weight) for Aerospike engines are
presented in Fig. 32 . The dry engine weight includes the combustion
chamber, nozzle, base-closure assembly, tnrbopump, and mounting, propellant
feed ducting and valves, ignition system, thrust mount, thrust vector
control system, tapoff system, electrical controls, and associated
structural members. Estimated weights for engine accessories, i.e.,
heat exchanger, inlet flex lines, and power takeoff are presented in Table 2.
The incremental weight values between wet, dry, and burnout are presented in
Table 2 . Engine wet weight values should be used in determining
loads during flight, gimbaled engine loads, etc. Burnout weight includes
the engine dry weight and the weight of the fluids trapped at burnout;
propellant downstream of the main valves is consumed during engine
shutdown.

MASS DISTRIBUTION

A tabulation of engine center-of-gravity (ag) location as a function of engine

module diameter and thrust is presented in Table 3 for 250- ,

46
 LAP 67-473

LOJLH2 Propellants
Chamber Pressure = 1500 lbf/in2
6C Engine Mixture Ratio = 6.0
m Nozzle Percent Length = 25
a^
U Vacuum Thrust Range = 250- to
Ci
500- klbf

0 5C
a
a^
a
a^
ca
0
r^
w
4C

uU 90 100 110 120 130

Engine Diameter, inches ( Dynamic)

Figure 31. Aerospike Engine Length vs Engine Diameter.

47
 LAP 67-473

Engine
L021LH2 Propellants Thrust,
Chamber Pressure = 1500 lbf/in2 klbf
Engine Mixture Ratio = 6 450
480 0
Nozzle Percent Length = 25

4400

w
350
+; 4000
.cam
.,q
CD
3

A
3600

250

3200

2800

n^
vv 7v 1w .L1V Low

Engine Diameter, inches (Dynamic)

Figure 32. Aerospike Engine Dry Weight vs Engine Diameter

 TABLE 2

AEROSPIKE INCREMENTAL ENGINE WEIGHT DATA*

En ine Thrust Accessory Wet Burnout

vacuum), Weight, Weight, Weight,
klbf lbf ** lbf lbf

250 311 69 24

350 377 86 34

450 420 101 43

* To obtain total engine wet weight add incremental wet weight

plus incremental accessory weight to the dry engine weight
presented in Figure 32.
To obtain total engine weight at burnout add incremental burnout
weight plus incremental accessory weight to the dry engine weight
presented in Figure 32.

** Includes heat exchanger, inlet flex lines, and power takeoff.

49
i
 LAP 67-473

+Z (Yaw) +Z

Y (Roll.

G - + AUVm.L
Center

Moment of Inertia Center of Gravity

Module Module slug-ft2 Location, inches*
Thrust, Diameter,
k1bf Inches x Y Z Z Y Z
80 363 427 342 0.5 10.1 0.3
250 100 624 735 586 0.5 10.7 0.3
120 839 989 791 0.5 11.7 0.3
80 450 529 424 0.5 9.9 0.3

350 100 764 900 720 0.5 10.9 0.3

120 1022 1205 963 0.5 12.1 0.3

80 537 632 506 0.5 9.8 0.3

450 100 904 1065 852 0.5 11.0 0.3

120 1202 1417 1133 0.5 12.5 0.3

* Measured from gimbal center..

Table, 3. Estimated Aerospike Engine Moment of Inertia and Center of Gravity

Location Data

50
 LAP 67-473

350- and 450-klbf vacuum thrust derospilce engines. As noted, the variation
in cg location with the different thrust levels is small and is primarily
affected by module diameter. T hese design data are for Aerospike engines
having; 25-percent length nozzles, with the turbopumps and other components
packaged within the nozzle cavity. The cg location can be moved forward by
relocating the turbopumps forward of the module. However, this relocation
results in increasing engine length, and if a gimbaled engine is employed,
the inlet flex lines will no longer be in the gimbal plane. A more complex
flex-line system must then be used.
 LAP 67-473

AEROSPIRE ENGINE INSTALLATION AND INTERFACE REQUIREMENTS

ENGINE THRUST VECTOR CONTROL SYSTEM

The thrust vector control system most suitable for the majority of currently
anticipated engine installations in the thrust class presented herein is
that of mechanical gimbaling of the engine. Mechanical gimbaling is accom-
plished by two double—acting hydraulic actuators oriented at 90 degrees,
with their axes (nearly) parallel with the module axis. The hydraulic
actuators are attached at one end to the vehicle thrust structure and at
the other end to a toroidal thrust transmission ring within the module as
shorn in Fig. 33. T he system is powered by a hydraulic motor, an accumula-
tor, a reservoir and the associated components. The hydraulic motor is
driven by the oxidizer pump turbine. This motor will be a variable—displace-
ment type to provide the required gimbaling power during periods of mixture
ratio variations or engine throttling.

Typical Aerospike engines (i.e., the AF ADP demonstrator module) have been
designed for a +7—degree equivalent (circular pattern) gimbal—angle capa-
bility. Larger or smaller gimbal—angle capabilities can be provided in the
flight engine design. The related gimbal structural design capabilities are
projected for the following gimbal rates and accelerations:

1. Gimbal rate of 30 degrees per second and

2. G imbal acceleration of 30 radians/sect.

PROPELLANT NPSH

Turbopumps for Aerospike engines have been designed to operate at low inlet
NPSH values. Typical of the NPSH requirements are those for the AF ADP
turbopumpswhich were designed for a minimum NPSH of 16 feet for the oxidizer
and 60 feet for fuel. To provide this capability, hydraulic turbine—driven

52
'.":::
Erse ^
R OClCETDYI^iE •
LAP 67-473
e^
a^
v
a^
0
oOr-
0k
U
b
N
K'1 1
N
a
O
H
A
53
pre-inducers were used; they perform the same function as a boost pump,
but are an integral part of each main pump. The pre-inducer allows the
main pump impellers to operate at high speeds without cavitation, thus
minimizing turbomachinery size and weight. These pump-mounted pre-inducers
allow power to be extracted from the main turbines (either directly or
indirectly), thus providing a lightweight, highly efficient, boost pump
system which permits the low IMH engine operation.

Typical NPSH requirements in terms of pressure units (LPSP) as a function

of propellant temperature are presented in Fig. 34 for Aerospike engines
in the 250- to 500-k1bf thrust range, The NPSP values are specified at the
pump inlet; inlet duct and flex line pressure drops are not included. The
pumps are designed for nominal inlet velocities of 40 ft/sec.

Lower NPSH values czn be accommodated if a vehicle requirement exists. Idle

stage start, on essentially zero NPSH (i.e., vapor-phase propellant) can be
used to settle the propellants, provide liquid propellant to the engine,
and provide a small acceleration head to supplement tank pressure in
supplying NPSH. Typical propellant supply requirements are shown in F ig. 35
for both idle stage and main stage operation. This operational mode is
vehicle-oriented, and can be applied in conjunction with the vehicle system
design.

ELECTRIC I AND PNEUMATIC POWER REQUIREMMM

Electrical interface requirements will be those of supplying electrical

power to the electrical control circuits, ignition circuit, component
monitoring and functional checkout,'and for primary and auxiliary flight
instrumentation. Primary instrumentation is related to those parameters
critical to all engine static firings and subsequent vehicle launches; auxiliary
instrumentation is related to use during the research and development and acceptance

54


It CONFIDENTIAL
LAP 67-743

Fuel Pump
60

50
Minimum
N / NPSH
40 = 60 feet
Minimum
.a p Inlet—
30 Pressure
m
m

w 20
LH2 Vapor Pressure
10
O Nominal
inal

0
32 34 36 38 40 42 44 46 48 50

LH2 Temperature, R

Oxidizer Pump
60
a
uZ

50
N Minimum
Minimum _ NPSH
40

30
Pump Inlet
Pressure I/ 16 feet

m
20
LO2, Vapor Pressure

10
Nominal

0
150 160 170 180 190
LO Temperature, R

Figure.54, Pump Requirements

CONFIDENTIAL
^
LAP 67-473
0
0
0
t-
as
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9
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H P4
0
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fr fti
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56
Sim
 LAP 67-473

portion of the engine static test program and initial vehicle flights. In
general, electrical requirements for the subject thrust range are estimated
to be similar in type and magnitude to those of the Rocketdyne J-2 engine
system and are shown below.

Electrical Power Requirements

Maximum
Power Maximum voltage Maximum Duration
Required
Ignition System 600 watts 24 - 30 (dc) up to 12 sec.
Control System 360 watts 24 - 30 (dc) Continuous
(Sequence Control)
Instrumentation 40 watts 24 - 32 ^(dc) Continuous-
Mixture Ratio and 30 watts 108-121-(ac) Continuous
Thrust Control ( 400 cps)
15 watts 40 (ac) Continuous
(400 cps)

Estimated pneumatic requirements, (helium supplied at 750 lbf/in 2 and 310 R)

are presented for the various pneumatically controlled engine operations in
Table 4. Based upon a flight profile, the total helium requirements and
usage rates can be determined. (No vehicle-supplied hydraulic power require-
meats are projected for the Aerospike mgines; the gimbal hydraulic power
is supplied by a power takeoff on the oxidizer pump turbine).

AUMIARY POWER

Auxiliary power takeoff can , be incorporated in,the turbopumps. For example,

the oxidizer turbopump designed.for the AF ADP engine, which provides for
mounting of the 25-hp, 8000-rpm hydraulic pump for gimbal actuator power
supply (3000 lbf/in2 ), uses an accessory drive pad in the turbine exhaust
region at 90 degrees to the turbopump axis. Greater power takeoff capability
is available for other power requirements.

57
 LAP 67-473

TABLE 4

33T7."'a.TED P'1E1jY TIC RE UIREME

ENTS
( Helium)

Actuation Flowrate Duration

lbm sec) (!`illisecor_c^.$)

ain Fuel Valve, Opening 0.05 200

Yain Oxidizer Valve, Opening 0.02 500

Yain I)zel Valve Closing 0.10 100

Yain Oxidizer Valve, Closing 0.10 100

Tapoff Throttle Servo 0.003 5000

Tapoff Throttle Closing 0.14 100

Oxidizer Turbine Throttle Servo 0.003 5000

Oxidizer ^urbine Throttle Closing 0.14 100

*'=GI Oxidizer Valve, Opening 0.015 200

HGI F el Valve, Opening 0.015 200

T GI Oxidizer Valve, Closing 0.03 100

:;GI Fuel Valve, Closin, 0.06 . 50

Isolation Valve, Opening 0.07 200

Isolation Valve, Closing 0.14 100

Note: Maximum flowrate occurs at shutdown with simultaneous

closure of the ",ain Oxidizer Valve and the Oxidizer
Turbine Valve, ani in 0.24 lbm./sec.

*
'TGI — Hot Gas Igniter

58
 LAP 67-473'

FLIGHT LOr,,DS

Estimated lateral and axial loads criteria for Aerospike engines in the 250®
to 500-klbf range is presented in Fig, 36.

5
m

4
0
.H
4^
CO

3
ra^
U
U
2
cd

a 1

0
0 3 6.5 10
Axial Acceleration, g's
Fig. 36 Flight Load Capability data

Greater load capabilities can be incorporated in the engine structural

design if specific vehicle requirements are established.

Ir ST.,LLATION

An orthographic dratsing of a 100-inch diameter, 250-klbfl vacuum thrust

Aer^spike engine is presented in Fig. 37 , The general layout for
Aerospike engines in the 250-to 500-klbf thrust range and 75-tc 125-inch
diameter ranee will be similar.

59
 LAP E7-473
Z
m
w
ao
m
4.4
d
N
.4Q
0
O
A
U
•rl
.0
W
O
.s:
N
O
•
W
 LAP 67-473

The typical Aerospike engine described herein is designed to operate

(in all modes) in any attitude from horizontal to vertical.

The Aerospike engine can be installed in single- or multiple-engine

clustered configurations.. The .Aerospike engine inetallations offer
several advantages: (1) the static and dynamic (gimbaled) envelopes
remain.the same diameter. In a cluster installation, this allows the
closest possible spacing (from 2 to 5 inches) between modules. In a
single-engine installation, the short length permits a mini m um boattail
or interstage structure; (2) the heat shield may be mounted directly
to the vehicle thrust structure thus precluding the additional structure
and weight characteristically required to support the shield in a con-
ventional single or clustered, bell-nozzle engine system; (3) the short
length of the Aerospike engine (approximately 25 percent of the
length of an equivalent thrust bell configuration) results in minimal
fairing and closure surface areas for single-or multiple-engine
installations.

The interaction of the exhaust plumes and base pressure .resulting from.
a cluster of Aerospike has been experimentally investigated. A cold-
flow test model of a five-Aerospike-engine cluster, with minimum spacing
between engines, was tested. The model was tested with all engines
producing axial thrust and with one outer engine gimbaled 10 degrees
inward. Tests revealed little or no effect of the outer four engines
on the center engine over the wide ambient pressure (altitude) range
tested.

The effect of slipstream on the performance of a single Aerospike engine

also has been experimentally investigated with cold-flow model tests and
hot firings of model Aerospike engines at the AFDC test facility. Results

61
 1

60000d

LAP 67-473

showed that the aerospike nozzle performance in a slipstream of varying

Mach nimbers and in still air is a function of the vehicle bsse pressure.
Thus, still—air performance c6m be achieved by Aerospike nozzles under
flight conditions by designing boattails that maximize vehicle base
pressures; i.e., so that base pressure achieves free—stream pressure.

LEAKAGE
Design studies of Aerospike engines indicate that it can be designed for
zero leakage (propellants and pressurants) during operation and during a
non-operative space coast. (This is defined as less than 10-7 standard
cm3/sec helium under operating pressure).

PROPELLANT TANK PRESSURIZATION

The Aerospike engine provides the capability for incorporation of heat

exchangers for heating the propellant tank pressurization gases and the
option of supplying the tank pressurization gases directly.

Heat exchangers can be designed for the flowrate and temperature require-
ments, and incorporated in either of several locations:

1 * the turbine exhaust duct

2 * the base exhaust manifold and closure, or
3e the main chamber tapoff lines (Higher temperature gases can be
tapped off to provide the same turbine inlet temperature.)

The Aerospike engine can be designed to provide heated hydrogen directly through
a tapoff of the hydrogen flop after the hydrogen has completed the cooling
circuit and prior to injection. Also, fuel-rich tapoff gases from the
combustion chamber at a mixture ratio of 1.1:1 and a temperature of
approximately 1960 R can be provided by using the same tapoff manifold
which provides the turbine drive gases.

62
 LAP 67-473

Using rn r!;zxiliery tapoff manifold, combustor gases r,.ngin? from 0.5:1 to

over 2:1 mixture ratio, and 1460 to 2460 R could be provided.

OPT-W.TIONAL LIFE
Previous large liquid rocket engine operational re quirements have been
designed for one flight duration. The durability q ualification requirements
of these systems have been typically established as 12 equiv'^.lent flight
durations and 20 start-stop cycles. Although long operating life was not
a design objective of these systems, the actual, life achieved for hocketdyne
engines has been significantly hither than the requirements. Of in.erest is
the durability demonstrated by a J-2 engine (engine J 022-1) (230-klbf,
02`x2 system) which achieved approximately 5.6 hours (20,094 sec) of accumu-
lated duration with 103 starts without major component replacement; this
system also met system requirements throughout the test program.

T ypiccl flight durability objectives for the adv?nced, high-performance

Aerospike engine include the following:

10-hour time between overhauls

100 reuses
300 starts

300 thermal cycles

10,000 v=l ve cycles

Testing on the key component, with respect to engine cumulative and cyclic
life, has been conducted; the test results have confirmed that engine life
objectives indicated above are realistic and will be achieved in a flight-
type engine.

63