tuvi

NACA
RESEARCH MEMORANDUM
STARTING OF ROCKET ENGINE AT CONDITIONS OF SIMULATED

ALTITUDE USING CRUDE MONOETHYLANILINE AND

OTHER FUELS WITH MIXED ACID

By Dezso J . Ladanyi, John L. Sloop, Jack C. Humphrey

and Gerald Morrell

Lewis Flight Propulsion Laboratory

Cleveland, Ohio

NATIONAL ADVISORY COMMITTEE

FOR AERONAUTICS
WASHINGTON
July 19, 1950
NACA RM E50D20

NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

RESEARCH MEMORANDUM

STARTING OF ROCKET ENGINE AT CONDITIONS OF SIMULATED ALTITUDE

USING CRUDE MONOFPHYLANILINE AND OTHER

FUELS WITH MIXED ACID

By Dezso J. Ladanyi, John L. Sloop, Jack C. Humphrey,
and Gerald Morrell

SUMMARY
Experiments were conducted at sea level and at a pressure alti-
tude of approximately 55,000 feet at various temperatures in order to
determine the starting characteristics of a commercial 220-pound.-
thrust rocket engine using crude monoethylaniline and other fuels
with mixed acid.

With crude monoethylaniline and mixed acid, ignition difficul-

ties were encountered at sea level and at a pressure altitude of
55,000 feet at temperatures below about 20 0 F. With fuels (a) mixed
butyl mercaptans, (b) clear water-white turpentine, and (c) a.-pinene,
with mixed acid, no starting difficulties attributable to the pro-
pellants were experienced at sea level and at pressure altitudes
of 48,000 to 60,000 feet for temperatures as low as -74 0 F. The tur-
pentine and a-pinene, however, sometimes left deposits on the injector
face. With fuel blends, (a) 70-percent furfuryl alcohol and 30-percent
crude inonoethylaniline by volume, (b) 70-percent furfuxyl alcohol and
30-percent xylene by volume, and (c) 90-percent crude niônoetbylani].ine
and 10-percent aviation gasoline by volume, with mixed, acid, dif-
ficulties were experienced either with appreciable deposits or with
starting. With any propellent combination at low temperature, the
possibility exists that ice from condensed moisture may obstruct or
partly obstruct the propellant injection holes and cause ignition
failure.

INTRODUCTION
The consideration of rocket-engine applications requiring
starting at high altitude has focused attention on the possibility
2 NACA RM E50D20

that rocket prope ll ants that ignite spontaneously at sea level and
normal temperatures may not ignite at low-pressure, low-temperature
conditions encountered at high altitudes.

As part of a general investigation of the ignition character-

istics of several rocket-propellant systems conducted at the NACA
Lewis laboratory, starting tests of a commercial 220-pound-thrust
rocket engine were conducted at sea level and at a pressure altitude
of approximately 55,000 feet at various temperatures using crude
nionoethylaniline and mixed acid. Additional experiments were per-
formed with six other fuels. The research, conducted from June 1949
to February 1950, was first directed to isolating any starting dif -
ficulties attributable to low pressures, low temperatures, or the
combination of both, using crude monoethy].aniline and mixed acid.
Subsequently, the research was directed to investigating other fuels
that might provide satisfactory starting with mixed acid at low tem-
peratures and low pressures. The results of these experiments, and
a few auxiliary experiments conducted in attempts to explain the
results obtained, are presented herein.

The purpose of the investigation was to define the altitude

ignition problem and to arrive at some simple solution that quan-
titatively defines the ignition characteristics of several propeflants
in a particular engine.

APPARATUS

The apparatus consisted of an altitude tank (providing pressure

altitude only) with means for evacuating and purging the tank, and
the rocket engine mounted to exhaust into the tank. The rocket
engine, propellant valves, and small propellant tanks were immersed
in a coolant bath in order to simulate the low temperatures encoun-
tered at altitude. Photographs of the equipment are shown in fig-
ure 1.

Equipment for simulating altitude. - The layout of the'altitude

tank and auxiliary equipment is shown in figure 2 • The tank was
8 feet in diameter and 29 feet long, and was provided with two 20-inch
flanges at one end, a 10-inch flange at the opposite end, a 6-inch
connection to the vacuum pump, and a water inlet and outlet. The
rocket engine was mounted on one 20-inch flange and the other 20-inch
flange contained a blow-out disk (fig. 1(a)). A gate valve was
mounted on the 10-inch flange as an exhaust outlet. The vacuum pump
could be isolated from the tank by means of a 6-inch vacuum-type
valve (fig. 1(c)). A tee was placed in the line from the tank to the
NACA RM E50D20 3

vacuum-break valve. A centrifugal blower was connected by a 6-inch

line to the vacuum-break valve and was used to ventilate the tank
after rocket operation. For most of the runs, the bottom of the
tank contained water to dilute and to render harmless any propellants
that failed to ignite.

In order to provide low temperatures, the entire engine assembly

and the propellant tanks were immersed in a coolant bath (figs. 1(a)
and 1(b)). During the course of the experiments, the method of cool-
ing was varied. In all cases, the engine assembly and the tanks
were immersed in a coolant (either methyl alcohol or a mixture of
carbon tetrachloride and chloroform) during the cooling period. For
the initial runs (through run 19), the coolant was drained to a level
below the unit before operation (for safety reasons). Because drain-
ing produced uneven temperatures of engine parts and tanks, the remain-
ing runs were made with the 'engine assembly and the tanks immersed
during the cooling period and during operation.

Rocket engine. - A diagrammatic sketch of the 220-pound-thrust

rocket engine, the propellant-valve assembly, and the blower system
used with it is shown in figure 3. A regulated supply of helium was
used to force the propel l ants into the rocket engine and to force the
hydraulic fluid into the propellant-valve actuating system. The
pressurization of the propellant tanks and the hydraulic-fluid accu-
mulator of the prope l lant-valve actuating system was accomplished by
means of helium-operated three-way valves, which were controlled by
solenoids. When the solenoids were deenergized, the propellant tanks
and accumulator were vented to the atmosphere.

The propellant tanks were made of Inconel and had a capacity of

about 1.3 gallons. The filter-caps of the tanks contained safety
blow-out disks. Caps were provided on the tanks for measurement of
pressure and temperature and for draining the propellants. A pressure
tap was placed on each propellant line to the injector and a pressure
tube was connected to the combustion chamber.

Instrumentation. - The following measurements were made:

(1) Combustion-chamber pressure

(2) Oxidant-injection pressure

(3) Fuel-injection pressure

(4) Propellant-tank pressure

(5) Propellant-valve position

4 NACA EM E50D20

(6) Temperature of fuel, oxidant, and engine parts

(7) EThR-ust temperature at nozzle exit

(8) Altitude-tank pressure

Time-synchronized records were made of items (1) to (5) for all runs.
Pressures were measured by Bourdon-tube-type recorders. For some of
the runs, the combustion-chamber and injection pressures were also
measured by strain-gage cells and a multichannel oscillograph. The
lines for the measurement of combustion-chamber and injection pres-
sures were kept short for most of the runs in order to reduce the
time lag of response. The position of the propellant valves was
measured by means of a resistance-type position transmitter, the out-
put of which was recorded on a self-balancing recording potentiometer.
The transmitter was linked to the propellant valves by means of a
rack-and-pinion arrangement. The rack was mounted on an I-shaped bar
that was bolted to the yoke of the propellant valves. Propellant
temperatures were measured by copper-constantan thermocouples installed
in the propellant tanks. Copper-constantan thermocouples were placed
on the surfaces of the engine jacket, propellant valves, and pro-
pellant lines. A chromel-alumel thermocouple was installed at the
rocket-nozzle exit in order to obtain a qualitative Indication of
ignition. The outputs of the copper-conatantan thermocouples were
measured by a manual-balance potentiometer for the initial runs and
by recording potentiometers for the remainder of the runs • For the
initial runs, the output for the thermocouple in the rocket exhaust
was measured by a microammeter, and for the remainder of the runs, the
output was measured by a recording pQtentiometer.

Propellants. - The propellants specified for the engine were used

for the initial part of the investigation. The fuel was crude
monoethylaniline and the oxidant was mixed. acid. Specifications and
analyses of these propellants are shown in table I. Some physical
properties of these propellants are shown in table II.

During the second phase of the work, when other fuels were sought
to eliminate ignition difficulties, the following fuels were used:
(1) a blend of 90-percent crude monoethylaniline and 10-percent
aviation-grade gasoline (specification AN-F-48b, Amendment-1), by
volume; (2) a blend. of 70-percent furfuryl alcohol and 30-percent crude
monoethylaniline, by volume; (3) a blend of 70-percent furfuryl
alcohol and 30-percent xylene, by volume; (4) commercial gum turpen-
tine; (5) cL-pinene; and (6) mixed butyl mercaptane of the following
composition: -butyl mercaptan, 37 percent; -propyl- and
butyl niercaptans, 23 percent; amyl mercaptans, 21 percent; -butyl
mercaptan, II percent; isobutyl mercaptan, 7 percent; and isopropyl
mercaptan, 1 percent.
NACA RM E50D20 5

PROCEDURE
Engine operation. - The quantities of propellants supplied to
the fuel and oxidant tanks were made small in order to minimize
hazards from ignition failures. Approximately 4.5 pounds of fuel
and 16 pounds of mixed acid were used for most of the runs. Although
the design oxidant- to fuel-weight ratio for crude monoethylaniline
and mixed acid is from 3.15 to 3.45, an excess of acid was supplied
to insure that the cooling jacket on the combustion chamber would
remain filled during combustion.

For low-pressure runs, the altitude tank was exhausted to the

desired pressure; for low-temperature runs, the engine, the valves,
and the propellant tanks were immersed in the coolant for a period
of 45 minutes to several hours in order to be sure that the pro-
pellant parts and the propellants had reached the desired temperature.
The thermocouples measuring the temperature at various positions were
read during the cooling period and recorded just before the run.
During the experiments, it was found that ice from moisture in the
system sometimes jammed the injector holes or combustion-chamber
pressure tap. This difficulty was eliminated by installation of
helium pressure taps on the injector lines and combustion-chamber
tap (installed after run 32).

At 20-minute intervals during the cooling period and just before

engine operation, the oxidant- and fuel-injection holes and the
combustion-chamber pressure line were checked for possible restrictions
by forcing helium through them. In some of the runs, a small flow
of helium was bled continuously through the combustion-chamber pres-
sure line; this procedure did not affect the pressure measurements.
After the loading of the prope l lant tanks and the attainment of the
pressure and temperature conditions, the propellant tanks were pres-
surized, the instruments were started, and the firing switch that
pressurized the hydraulic system actuating the propellant valves was
closed. The propellant valves were held open until operating
combustion-chamber pressure was attained (about 315 lb/sq in. abso-
lute) and then were closed. The supply of the propellant was such
that, if normal combustion occurred, the pressure altitude of the
tank would change from an initial value of 55,000 feet to a final
value of approximately 40,000 feet. After the run, air was bled into
the altitude tank until atmospheric pressure was reached and the tank
was then purged of exhaust fumes by a blower. '

Pressure and tenrerature. - Runs were made for the following

general conditions: (a) sea-level pressure and variable temperatures
and (b) altitude pressure of approximately 55,000 feet and variable
temperatures.
 NACA RN E50D20

Propellant-valve opening time. - Early in the investigation ., it

was found that low temperatures increased the time 'for the propellant
valve to move from the closed to the full-flow position, which in
turn influenced the ignition results. The long valve opening time
at low temperature is not surprising, inasmuch as the hydraulic fluid
(specification AN- .0-366) increased in viscosity by a factor of 20
for a temperature change of 700 to -.400 F. Because of the excessively
long valve opening time and its apparent influence on ignition, the
valve opening time was varied by modifying the restrictor orifice In
the hydraulic system and by using a silicone . oil of high viscosity
index (which had only a five-fold viscosity change from 70 0 to -400 F).

Definition of ignition failure. - The procedure for cases when no

ignition was obtained varied slightly during the experiments. For the
early runs, the propellant valves were left open until all the pro-
pellant charge was ejected through. the engine. For the later runs,
the propellant valves were closed before all the propellant charge
was exhausted in order to get an approximate value of the mixture ratio
by measurement of the remaining charge. In all cases, however, at
least 2.5 pounds of fuel and 8.5 pounds of oxidant passed through
the engine; this quantity would allow approximately 9 seconds of nor-
mal operation. The time for the injection of these quantities of
propellants varied and depended on the propellant-valve opening time
and on the temperature. The criterion of ignition failure, as defined
for these experiments, is therefore whether the combustion-chamber
pressure reached at least two-thirds of its normal value (315 lb/eq in.
absolute) before 2.5 pounds of fuel and 8.5 pounds of oxidant were
simultaneously injected into the engine.

RESULTS AND DISCUSSION

Crude MonoethylaniJ.ine and Mixed Acid

The experiments using crude monoethylaniline and mixed acid at

both sea-level and altitude pressure are discussed in the following
sections.

Sea-level pressure. - The results of the experiments with the

engine, using crude monoethylaniline and mixed acid at sea-level
pressure are shown In table III, which presents experimental meas-
urements and indicates runs for which ignition occurred satisfactorily
and those for which ignition difficulties were encountered. These
runs are summarized in the following table:
NACA RN E50D20 7

Valve
Temperature opening time Number of rune
(°F) (sec) Ignition No ignition

77±11 <5 12 0
-8 16 1 0
-15±2 9±2 0 6
-17 16 0 1
-28 26 1 0

Twelve runs were made at normal temperatures (77 é 110 F) and

normal propellant-valve opening times of lees than 5 seconds. These
runs were interspersed among other runs to serve as checks on normal
engine operation. A typical run in this series is shown in fig-
ure 4(a), where valve position, propellant-injection pressure, and
combustion-chamber pressure are plotted as a function of time, with
the initial valve movement taken as zero time. The oxidant-injection
pressure rises before the fuel-injection pressure, which is an
intended condition because the oxidant-propellant valve is designed
to reach full-flow position before the fuel valve.

Of nine runs made at temperatures from _80 to 280 F, two

started and seven failed to start. The temperature of one of the
runs that started (a mean value 80 F) is somewhat uncertain, and
the run also had a comparatively long valve opening time. The time
variation of valve position and pressures for this run is shown in
figure 4(b). The second of these low-temperature runs that started
was at -280 F and had a very slow inflow of propellants because of
the long valve opening time of 26 seconds. The time variation of
valve position and pressures for this run is shown in figure 4(c).
The ignition failures at about -15 0 F are characterized by a low
combustion-chamber pressure of from 25 to 30 pounds per square inch
absolute. Data for a typical run with no ignition are shown in
figure 4(d).

Altitude pressure. - The results of starting runs at a pressure

altitude of 55,000 feet at several temperatures is shown in table IV.
These runs are summarized as follows:
8 MACA RM E50D20

Approx. valve
Temperature opening time Number of runs
(°F) (sec) Ignition No ignition

88±3 <4 3 0
18 <5 3 0
14 7 1 0
10*1 <5 0 3
3*2 <5 1 3
2 12 1 0
-4 <5 0 2
-12 12 1 0
-17 ± 2 3-8 0 4 + explosion
-28 26 1 0
-30 3 0 1
..35 43 0 1
-38 (a) 0 explosion
-47 64 0 1
-50 84 0 1

8Valve opening rate approximately same as for run

at -35° F.

Seven runs at temperatures 140 F and above started satisfactorily.

Twenty-two runs were made at temperatures from U° to 500 F and of
these, four started, sixteen failed to start, and two exploded,
causing severe damage.

The time variation of valve position and pressures for a typical

run with ignition at a pressure altitude of 55,000 feet and a tem-
perature of 880 F is shown in figure 5(a). Some effect of low pres-
sure is noted; the time for the combustion pressure to increase to its
maximum is about twice as long at low pressure (for example, runs 7
and 9 of table Iv) as at sea-level pressure at the same temperatures
(for example, runs 27 and 61 of table III). Figure 5(b) shows the
time variation of valve position and pressures for the run at 140 F
(run 18).

One of the runs that started below 140 F (run 90, 50 F) was at
approximately the same temperature as three runs that failed to start
(runs 93, 94, and 95). Figures 5(c) and 5(d) show the time variation
of valve position and pressures for the run that started and a typ-
ical run that failed to start at the same conditions, respectively.
NACA RN E50D20 9

'The other three runs that started at a temperature below 14 0 F

(at 20 , -120 , and -280 F) had comparatively long valve opening times.
Figure 5(e) shows the time variations of valve position and pressures
for the run at -12 0 F and figure 5(f) shows similar data for the
run at -280 F, which had an approximate valve opening time of 26 sec-
onds.

The operating conditions for the ignition failure, at -35 0 F

(run 15) and the explosion at -380 F (run 22) are comparable and are
shown in figures 5(g) and 5(h), respectively. The explosion occurred
at about II seconds after the initial movement of the propellant
valve. A- photograph of the equipment after this explosion is shown
in figure 6. The explosion occurred in the combustion chamber near
the injector head and was apparently caused by Injection of fuel into
an excess of oxidant. Another explosion occurred at _190 F (run 80)
and separated the injector head from the combustion chamber; this
explosion was not as destructive as the first. A time variation of
the propellant-valve position and the pressures before the explosion
(run 80), and for a run with no Ignition at approximately the same
conditions (run 88), are shown in figures 5(1) and 5(j), respec-
tively. The rune at still lower temperatures (-47 0 and . -500 F) had
very slow valve opening times. Figure 5(k) shows data for the run
at -47 0 F. In the run at -500 F, only a small quantity of fuel was
injected during the run. In addition to the effect of high viscosity
of this fuel 'at low temperatures on flow rate, observations sub-
sequent to the run at -50 0 F indicated that condensed moisture from
the tank atmosphere may have frozen and thus prevented normal fuel
flow during the run. A temporary clogging of the fuel injectors by
ice may have been responsible for the sudden rise in fuel-injection
pressure for run 22 (fig. 5(h)) and dislodgement of the Ice by the
high pressure may have resulted In a sudden inrush of fuel that mixed
well (because of high jet velocity) with acid already in the chamber
and thereby produced the explosion. As previously mentioned, the
apparatus was modified later (after run 32) by the installation of
helium-pressure taps on the propellant lines to check for Injector-
hole clogging prior to operation.

Discussion. - The experiments siimm-rized by tables III and IV

show that ignition difficulties at sea level or pressure altitude of
55,000 feet may occur at temperatures below about 15 0 to 200 F. This
temperature limit may be found by examining the component temperatures
from which the mean temperatures were obtained. At lover temper-
atures, ignition may occur if the propellant valves open slowly.
Explosions may occur if cold-crude monoethylaniline is injected into
cold mixed acid, but the exact conditions are uncertain.
10 NACA RM E50D20

Some insight into the behavior of crude monoethylaniline and

mixed acid can be gained from these experiments. The differences in
ignition results obtained at low temperatures are apparently caused
by a combination of slower initial reaction rate and rate of flow of
incoming propel l ants. When ignition occurred for runs at low tem-
peratures and relatively slow valve opening times (for example, see
runs 12 and 13 of table III and rune 17, 19, and 20 of table Br),
the initial rate of flow of the propellants into the combustion cham-
ber was apparently slow enough to allow the self-accelerating reaction
to proceed without appreciable disturbance; whereas, in rune with no
ignition and low temperatures with comparatively fast valve opening
times (for example, runs 101 and 105 of table III and runs 28,82)
86, 91, 93, 98, and 100 of table Iv), the rapid flow of propellants
into the combustion chamber was apparently sufficient to quench or
to retard the progress of the reaction. This theory is further
supported by the fact that, when the flow stopped, the chamber pres-
sure usually rose momentarily (about 10 lb/sq in.) and flame was
observed from the reaction of propellants remaining in the combustion
chamber. In runs at normal temperature with relatively fast-opening
valves, ignition occurred because the initial reaction rate was rapid
enough that the flow of fresh propellants, although fast, could not
retard or quench the reaction.

At low temperatures, a reduced rate of chemical reaction between

fuel and oxidant has been mentioned. This reduction can be considered
in terms of ignition delay of the propellants defined as the time
interval between the initial contact of the fuel and oxidant and the
first appearance of flame. Unpublished experiments conducted at the
Lewis laboratory indicate that the ignition delay for the propellants
used in these experiments increased from about 80 milliseconds at
room temperature to about 220 milliseconds at _300 F. This increase
in ignition delay at low temperature is apparently sufficient to
cause ignition failure, which results in unreacted propellants flowing
through the engine, or explosions resulting from an accumulation of
propellants in favorable proportions in the combustion chamber.

Low temperatures increase the oxidant-to-fuel mixture ratio

because of disproportionate changes in the kinematic viscosities of
the propellants. For example, the kinetic viscosity of the fuel
undergoes almost a forty-fold increase for a temperature change
from 700 to -400 F as shown in table II; whereas the oxidant undergoes
only a four-fold increase In viscosity for the same temperature change.
NACA RM E50D20

The determination of mixture ratios by measuring the quantities

of propellant consumed was inaccurate, but results Indicated that
the oxidant-to-fuel ratio increased from normal values of about 3
to 3.5 to values as high as 5.
Ambient pressures below the vapor pressure of the propellents
tends to break up the jets because of increased vaporization (refer-
ence 1); this vaporization, of course, decreases as temperature
decreases. At the experimental conditions where 'vaporization was
greatest - at the highest temperature (90 0 F) and the lowest pres-
sures (2.71 in. Hg for pressure altitude of 55,000 ft; 1.72 in. Hg
for one run at a pressure altitude of 64,500 ft) - successful ignition
occurred for crude monoethylaniline and mixed acid • In the range of
low temperatures and pressures, the reaction rate, the mixture ratio,
and the vaporization all varied, and their separate effects were not
isolated.

Results with Other Fuels

Fuel blend. of 90-percent crude monoethy1an.1ine and 10-percent

aviation gasoline (AN-F-48b) by volume; oxidant, mixed acid. - The
high viscosity of crude monoethylaniline at low temperature affects
the mixture ratio and the mixing characteristics, as previously men-
tioned. The addition of asll quantity of aviation gasoline to the
crude monoethylanillne reduced the viscosity as follows:
Viscosity, centistokes
Temperature Crude 90-percent crude mono-
(°F) monoethylaniline ethylanilIne, 10-percent
AN-F-48b

70 I 2.3 I 2.2
-40 L 90 33

The results of the starting experiments for this fuel blend are shown
in table V. There were eight successful runs at temperatures of 740
to 860 F; five were at sea level and three were at a pressure altitude
of approximately 55,000 feet. Only two runs were attempted at a pres-
sure altitude of 55,000 feet and low temperatures (-17 0 and -28 0 F)
and each resulted in an explosion. The propellant-valve opening times
for all the runs were lees than 4 seconds. Figure 7(a) shows a typical
run at altitude and a temperature of 810 F and figure 7(b) shows the
records for the explosion at -280 F. Figure 8 is a photograph of the
apparatus after this destructive explosion.
12 NACA RN E50D20

Fuel blend of 70-percent' furfuryl alcohol and 30-percent crude

monoethylaniline by volume; oxidant, mixed acid. - Unpublished
experiments conducted at the Lewis laboratory, using a blend of
70-percent furfuryl alcohol and 30-percent crude monoethylaniline by
volume with mixed acid, showed an ignition delay at room temperature
of about half that of crude nionoethylanuine with mixed acid, and
further, the delay interval was not increased at low temperature
(-330 F). These experiments were confirmed by the-rocket-starting
experiments, as shown' in table VI. Six runs' at sea-level pressure
and normal temperature indicated 'satisfactory starting, although one
run (run 58) had a low combustion-chamber pressure; two runs at a
pressure altitude of approximately 55,000 feet and temperatures
of -200 and -250 F also showed satisfactory sthrting, although run 59
had a low combustion-chamber pressure. Valve opening times were
5 seconds or less for all runs. Figure 9 shows data for two runs with
this fuel at normal temperatures. Table VI also shows one run with a
fuel blend of 70-percent furfuryl alcohol and 30-percent xylene by
volume at sea level and 77 0 F. Although starting with. the furfuryl-
alcohol blends was satisfactory for all conditions tested, its use
introduced another problem, that of severe clogging of the combustion
chamber with solid products of reaction. These products are furfuryl-
alcohol polymers produced by the presence of sulfuric acid in the
mixed acid. The solid products would undoubtedly cause trouble if
repeated runs or long-duration runs were desired.

Turpentine and mixed acid. - Ignition-delay experiments conducted

at the Lewis laboratory (not reported) showed that turpentine with
mixed acid also has a low delay interval at room temperature and the
delay is not increased appreciably at low temperatures. These results
were confirmed by rocket-starting experiments as shown in table VII.
Data for the one run made at sea level and normal temperature are
shown in figure 10(a). Eighteen runs were made at a pressure altitude
of approximately 55,000 feet and temperatures from -22 0 to -740 F, and
of these runs, fifteen started and three failed to start. One of
the three failures was caused by clogging of the fuel-injector holes
by ice in the turpentine; the other two runs that failed were at -720
and -730 F and were believed to have been caused by partical clogging
of the injector holes by deposits from two previous runs inadvertently
made with turpentine containing a considerable amount of rosin and
rosin-oil impurities, as indicated by its yellow color. Runs made with
clear water-white gum jurpentine at temperatures above _570 F showed no
deposits, but some deposits on the injector face were found after runs.
at other temperatures in the region of _700 F. Figures 10(b) and
10(c) show data for runs at -57° and -70 0 F, respectively.

Two successful starts with a-pinene (main constituent of tur-

pentine) and mixed acid at a pressure altitude of approximately
NACA PM E50D20 13

55,000 feet and temperatures of -71 0 and -720 F are also shown in
table VII. Deposits were observed on the injector face for one of
the runs, but not for the other • The experiments with turpentine
and a-pinene indicate that the usefulness of these two fuels may be
hampered by objectionable deposits.

Mixed butyl mercaptans and mixed acid. A mixture of mercaptans

(designated herein mixed butyl mercaptans) has been proposed as a
rocket fuel by the California Research Corporation. Unreported exper-
iments conducted at the Lewis laboratory indicate ignition delays for
mixed butyl mercaptans with mixed acid to be lower than for crude
monoetbylanuline with mixed acid and, further, the delay interval is
not appreciably affected by temperatures as low as -55 0 F. These
results have been confirmed by rocket-starting experiments, as shown
in table VIII. Three runs made at sea level and a temperature of 750,.
-120 , and -310 F started satisfactorily. Twenty-one runs were made
at a pressure altitude of approximately 50,000 feet at temperatures
from -27 to -73 F and all started satisfactorily. The 11 successful
runs at 50,000 feet and a temperature of approximately -70 0 F clearly
demonstrate the reliability of the starting characteristics of this
propellant combination. Data from one of these runs are shown in
figure II (run 127). The engine was very clean after repeated runs
with mixed butyl Inercaptans and mixed acid. Mixed butyl niercaptane
have a very objectionable odor and this may restrict their use.

High-speed photographs and explosion experiments. -.Several

supplementary experiments were conducted in an effort to determine
the reasons for the explosions that occurred. In one series of
experiments, high-speed motion pictures were taken of the combustion
process in a modified engine in 'which the conventional combustion
chamber and nozzle were replaced by a transparent-sided combustion
chamber of equal volume and a simple convergent nozzle. The results
are shown in table IX. No successful ignition was obtained for five
attempted runs at sea-level pressure and temperatures from 150 to
-260 F, and one attempted run at a pressure altitude of 56,000 feet
and a temperature of 30 F. These results agree with those found with
the commercial engine. With a blend of 70-percent furfuryl alcohol
and 30-percent crude monoethylaniline by volume with mixed acid,
successful ignition occurred for two runs at sea-level pressure and
temperatures of _140 and _31 0 F and three runs at a pressure altitude
of approximately 55,000 feet and temperatures of from -25 0 to -360 F.
With crude monoethylaniline and mixed acid at about 80 0 F, ignition
delays of 0.99 and 1.39 seconds were measured from the photographs
for sea level and a pressure altitude of 42,800 feet, respectively.
At low temperatures, fogging of the transparent, plates made the
14 NACA EM E50D20

determination of ignition delays uncertain. The motion pictures of

combustion that were obtained clearly show the oxidant entering the
combustion chamber ahead of the fuel, as was expected because of the
propellant-valve design.

Several experiments were conducted to determine if there is any

significance, on the basis of the explosive hazard, in having an
excess of one propellant or the other in the combustion chamber. For
this purpose, simple combustion chambers were constructed of pipe with
a hole in one end of the same diameter as the rocket-engine throat.
The propellants were the same as those specified for the commercial
rocket: crude monoethylaniline and mixed acid. For some of the runs,
the application of pressure to force one propellant into a pool of the
other was applied momentarily. The results are shown In table X.

These qualitative results show that, at low temperature, three

runs In which the oxidant was Injected into a pool of fuel in the
combustion chamber produced only sluggish reactions and burning;
whereas in three out of four runs in which fuel was Injected into a
pool of the oxidant in the combustion chamber violent explosions
occurred. These destructive explosions occurred with quantitIs of
propellant that correspond to theq ,uantities injected into the con-
ventional rocket engine in about 1/2 second of full flow without com-
bustion.

In Ignition-delay experiments conducted at the Lewis laboratory,

glass ampoules containing 1 milliliter of crude monoethylaniline were
broken in a test tube containing 3 milliliters of mixed acid at low
temperatures (ranging from -25 0 to _500 F) without producing violent
explosions. The difference in results between these experiments and
those smmrized . In table X indicates that the quantity of propel-
lants, the mixture ratio, the method of mixing, and a confined volume,
as well as low temperatures, are contributing factors in producing
explosions. Although the results of the experiments to explain the
explosions are Incomplete and inconclusive, they Indicate that the
accumulation of mixed acid in the combustion chamber prior to the
entry of the crude monoethylaniline produced the explosions at low
temperatures. Additional experiments are necessary to determine more
definitely the conditions that produce explosions.

SUMMARY OF RESULTS

Experiments were made to determine the starting characteristics

of a commercial 220-pound-thrust rocket engine at conditions simula-
ting high altitude, using crude monoethylanhline and mixed acid as
NACA RM E50D20 15

propellants; additional experiments of a similar nature were made

with the same engine and several other fuels. The prope ll ant valve
opening time was varied, during the experiments. The results are
snimRrized. as follows:

1. With crude monoethylaniline and mixed acid., 12 satisfactory

starts occurred at sea level and normal temperatures. Of nine runs
In the temperature range of 80 to _280 F, two started and seven
failed to start. The two runs that started were apparently the
result of a slow inflow of propellant from a long propellant-valve
opening time.

2. With crude monoethylaniline and mixed acid, satisfactory

starts occurred for seven runs at a pressure altitude of 55,000 feet
and temperatures from 140 to 900 F. Twenty-two runs were made at
temperatures from U° to _500 F, of which four started, sixteen
failed to start, and two exploded, causing considerable damage.
Three of those runs that started satisfactorily had comparatively
long valve opening times.

3. With a blend of 90-percent crude monoethylaniline, 10-percent

aviation gasoline (by volume), and mixed acid, five starts were made
at sea-level pressure and temperatures from 740 to 860 F and three
starts were made at 55,000 feet and temperatures from 810 to 840 F.
Two attempted runs at a pressure altitude of 55,000 feet and tempera-
tures of -17 0 and -280 F resulted in explosions.

4. With a blend of 70-percent furfuryl alcohol and 30-percent

crude monoethylaniline (by volume) and mixed acid, six runs at sea-
level pressure and normal temperatures showed satisfactory starting.
Two runs at a pressure altitude of 55,000 feet and temperatures
of -20° and -. 25 0 F also showed satisfactory starting. This propellant
combination, however, left objectionable deposits in the combustion
chamber.

5. With a blend. of 70-percent furfuryl alcohol and 30-percent

xylene (by volume) and mixed acid, a satisfactory start was made at
sea-level pressure and normal temperatures, but this propellant com-
bination also left an objectionable deposit in the combustion chamber.

6. With turpentine and mixed acid, a satisfactory start was made

at sea-level pressure and normal temperatures. Of eighteen runs made
at a pressure altitude of 55,000 feet and temperatures from -22 0 to
-740 F, fifteen started and three failed to start. One of the three
failures was caused by ice in the turpentine plugging the fuel-
injection holes. The other two failures are believed to have been
caused by partial clogging of the Injection holes by deposits from
impure turpentine used in two previous runs.
16 NACA RM E50D20

7. With a-pinene (main constituent of turpentine) and mixed

acid, two starts were made at a pressure altitude of 55,000 feet
and temperatures of about 70 0 F.

8. With mixed butyl mercaptans and mixed acid, all runs resulted
in satisfactory starting. The runs included three at sea-level pres-
sure and temperatures of 750 , ..12 0 , and -310 F, and 21 runs at a pres-
sure altitude of 50,000 feet and temperatures from -27 0 to -730 F.

9. In all-runs at low temperatures, the possibility exists that

moisture may condense and freeze in restricted passages such as the
injector holes and thus cause starting failures.

Lewis Flight Propulsion Laboratory,

National Advisory Committee for Aeronautics,
Cleveland, Ohio.

1. Schmidt, Jacob M.: An Experimental Study of the Behavior of Liquid.

Streams Injected into a Low-Pressure Chamber. Prog. Rep.
No. 4-94, Jet Prop. Lab., C.I.T., April 22, 1949. (Powerplant
Lab. Proj. No. MX801 and MX527 (Air Materiel Command) ) and
OBDCIT Proj. Contract No. W-04-200-ORD-455.)
NACA RN E70D20 17

TABLE I - ANALYSES OF CRUDE MONOETHYLANILINE AND MIXED ACID

Component Specifi-J Runs

cation I- 169a 70-73 79-101
Crude monoethylaniline, percent by weight
N-ethylaniline 62-66 61.8 5918 60.9
Aniline 24-28 25.0 25.5 26.7
N,N_dlethylaflhlin e 8-12 12.4 11.6 8.6
Water .29 .25 .21
Runs
2-27 1 9 70, 79-118 119-149
72-77
Mixed acid,percent by weight
Nitric acid 81-85 80.9 80.95 78.8 79.2
Sulfuric acid 14-17 16.1 15.45 17.9 1701
Water, max. 4 3.0 3.6 3.3 3.7
Nitrosyl sulfuric
acid, max. 1
Water + nitrosyl
sulfuric acid, max. 4.5
Ammonium nitrate - 06b

a Used as fuel blend for some runs.

bpJl alyzed as ammonia.
Note: Acid used for runs 28-69, 71 2 and 78 not analyzed;
fuel used for runs 74-78 was mixed butyl mercaptans
Page intentionally left blank

Page intentionally left blank

NACA RN E50D20 19

TABLE II - PHYSICAL PROPERTIES OF CRUDE MONOETHYLANILINE

AND MIXED ACID

Physical properties Crude Mixed acid

monoethylanhline
Density, g/ml 0.967 at 89.6 0 F 1.548 at 84 0 F
1.604 at 14 0 F
.990 at 36.5 0 F 1.657 at _500 F
Freezing point, OF aVery thick at b.81
_800 F

Viscosity, 700 F 02,3 1.4

centistokes at 32 04.8 2.0
10 8.5 2.6
-20 30 4.0
-40 90 6.0
- -60 390 9.6

a Cloudiness appeared at -40 0 F.

b crystai formation started at -47 0 F.
C Extrapolated value.
20 NACA RM E5020

TABLE III - SUMMARY OF DATA FOR CRUDE

[Sea-level pressure;

Run Pressure Mean Ignition Maximum Time to Time for Fuel

altitude tempera- combustion- attain propellant tempera-
(ft) ture of chamber maximum valves to ture
propellants pressure combustion- open 75 (°F)
and, engine (lb/sq in. chamber percent of
(°F) absolute) pressure full travel
(a) (b) (see) (sec)

0 88 Yes 260 3.0 024 88

61
27 0 Be Yes 9260 3.9 3.6 88

26 0 87 Yes 250 3.6 3.8 87

Yes 330 2.8 03.0 k85

11 0 85
26 0 86 Yes 266 6.6 4.0 85

Yes 315 3.5 3A k82

5 0 82
6 0 82 Yes 315 3.6 3.7 82

84 0 79 Yes 306 3.7 4.0 79

29 0 76 Yes 300 6.0 2.0 76

81 0 72 Yes 276 3.7 3.3 72

87 0 72 Yes '3l5 --- 3.6 72

79 0 66 Yes 305 1.9 --------- 66

13 0 °.P- Yes 300 12.2 016 L16

103 0 q_13 No 26 ----- 11 -12

101 0 q_14 No 27 7.6 -14

104 0 q_15 No 30 --------- 8 -14

106 0 q_15 No 28 ----- 806 44

102 0 q_15 No 30 ---------- 9 -12

107 0 q_15 No 27 --- 11 -16

106 0 -l? No 29 --------- 16 -13

12 0 O,p...28 Yes 280 13.7 026 L27

a RUflS arranged in order of decreasing temperature in tables III to VIII.

bMean temperature is average of fuel, oxidant, and engine temperature. Engine
temperature is average of four temperatures
°Extrapolated value.
g cornbustion-chamber pressure tap burned out before actual maximum pressure
possible could be attained.
iRan out of propellants before actual maximum pressure possible could be
attained.
kThermocouple in crude monoethylaniline tank not immersed in fuel for quantity
used during run.
Visual reading of combustion-pressure gage.
°Mean temperature taken as mean of temperatures of engine jacket and interior
of fuel tank just before run.
PCoolant drained from low-temperature bath to level just below valves
approximately 2 to 5 min before operation.
Engine, valves, and tank assembly completely immersed in coolant up to and
during rocket operation.
NACA PM E50D20 21

MONOEHYLANILINE AND MIXED ACID

variable temperature]

Oxidant Engine temperatures Hydraulic Hydra ulic- Engine

tempera- (°F) fluid accumulator- fuel-line-
ture - orifice orifice
(07) Engine Fuel Oxidant Hydraulic diam. diam.
jacket line line cylinder (in.) (in.)

88 88 88 88 88 Siliooned e0016

88 88 88 88 88 Silicone Standardh Standardi

87 87 87 87 87 Silicone Standard Standard
86 86 85 86 85 Standard1 Standard Standard
86 86 86 85 85 Silicone Standard Standard
82 82 82 82 82 Standard Standard Standard
82 82 82 82 82 Standard Standard Standard
79 79 79 79 79 Silicone Special Standard
a tandard
76 76 76 76 76 Silicone 0.018 Standard
72 72 72 72 72 Silicone Special Standard
standard
-72 72 72 72 72 Silicone Special Standard
standard
66 66 66 66 66 Silicone Special Standard
standard
1 - - ----.. Standard Standard Standard
-16 -11 -9 -9 -------Standard Standard Standard
-14 -12 -14 -12 -13 Standard Standard Standard
-20 -14 --- -9 -11 Standard Standard Standard
-16 -17 -- -16 -16 Standard Standard Standard
-16 -20 -16 -18 -------- Standard Standard Standard
-17 -13 -11- ------ -12 Modified Standard Standard
- standardr
-14 -23 -22 -- --24 Modified Standard Standard
standard
-29 ------ ------ Standard Standard Standard
dSilicone oil with viscosity of 20 centistokes at 25 0 C.
eFor this orifice diam., orifice-hole length was shortened from approximately
3/16 to 3/32 in..
yor this orifice diam., orifice-hole length was shortened from approximately
1/4 to 1/16 in. •
hStandard hydraulic-system-orifice diam. is approxiniktely 0.013 in..
Standard fuel-orifice diain. is approximately 0.136 in..
2 Standard hydraulic fluid is AN-0-366.
mStandard hydraulic-system-orifice used in commercial 400-lb-thrust rocket.
engine. Orifice diem, is approximately 0.013 in..
"Mixture of 75-percent standard hydraulic fluid and 25-percent S.A.E.
20 motor oil by volume.
22 NACA RM E50D20

TABLE IV - SUMMARY OF DATA FOR CRUDE

(Altitude pressure, 55,000 ft;
Run Pressure Mean Ignition Maximum Time to Time for Feel
attitude tempera- combustion attain propellant tempera-
(ft) two of chamber maximum valves to two
propellantS pressure combustion- open 75 (°F)
and engine (lb/eq in. chamber percent of
(°7) absolute) pressure full travel
(a) _______ __________ (see) (sea)
90 305 7.0 3.4 b90
7 54,000 Tel

68 Ye. 303 9.9 0.4 b88

9 56,600
85 Tee fl71 4.2 3.7 b8b
10 64,600
89 56,300 18 Yes 320 3.5 3.0 21

99 56,800 18 Yes 327 4.3 3.5 20

92 54,800 16 Yes 1015 ----------- 4.0 17

j,k14 015 9.0 7.2 b8

18 53,000 Yes

97 55,600 11 No 02 4.4 15

96 55,100 9 No 02 ---------- 4.4 11

98 54,800 9 No 35 149 12

90 54,000 5 Yes 290 0.9 4.0 8

3 No m53 4.5 2
93 54,200

94 56,300 3 No 05 -------- 4.5 9

j,1:2 Yes 000 -------- 11.5 bj

17 60,700
1 No 050 4.5 -10
95 55,900

91 56,200 -4 No 63 -------- 4.6 1

86 54,700 -4 No 39 --------.-- 4.6 -3

k,n_12 Tee 285 12.5 11.5 b_7

19 55,000
100 54,100 -15 No 50 -------- 7.0 -10
82 54,700 -17 No 27 ---------- 4.5 -20
O
65 55,400 -17 No 26

60 54,600 -19 Exp1oe - - -- 2.8 -18

88 54,800 -19 No 45 ------ 4.5 -19

20 52,900 "-28 Yes 286 18 126 .1e

28 55,600 -00 No ------ - 2.6 -00
j,k_35 _______ 1 b31
15 54,900 N-
"-08 Explosion -------- _P b30
22 55,700
n_47 1 b9
21 54,900 No -----
16 54,500 0q __ 84
eMean temperature is average of fuel, oxidant, and engine temperature. Engine
temperature is usually average of four temperatures.
bThermocouple in crude monoethylaniline tank not Immersed in fuel for quantity
used during run.
Combustion-chamber pressure tap burned out before actual maximum pressure
possible could be attained.
iyieuml reading of combustion-pressure gage.
Neon temperature taken as mean of temperatures of engine jacket and interior
of fuel tank just before run.
kCoolant drained from low-temperature bath to a level just below the valves
approximately 2 to 5 min before operation.
itxtrapolated value.
°Explosion in combustion-chamber pressure tap line about 5.5 sec after valves
moved. Indicated pressure maintained before and after explosion.
rMean temperature taken as mean of oxidant and engine-jacket temperature.
°Mo,sentary restriction In accumulator orifice increased time from
probable 5.5 sec.
Ptxploeion about 11 sec after valves moved. Valve-opening rate approximately
same as for run 15.
qAll acid (18 lb) discharged. Only 1.4 lb of fuel of the 4.5-lb total
discharged in over 100 sec.
NACA RM E50D20 23

)(ONOEtHYIANILINE AND MIXED ACID

variable temperature]

xtdant Engine temperatures hydraulic Hydraulic- Engine

tempera- (°e) fluid accumulator- fuel-line-
ture - - - orifice orifice
(°F) EngIne Fuel Oxidant Hydraulic diem. di.
- jacket line line cylinder (in.) (in.)

90 90 90 90 90 Standard° Standard4 Standards

Be Be Be Be Be Standard Standard Standard
85 85 85 66 85 Standard Standard Standard
17 --- 16 18 13 Silicon Special Standard
etanctarcib

15 18 19 20 19 Silicone Special Standard

standard

16 ----- 21 20 18 Silicone Special Standard

standard
19 --- --- ---- Standard Standard Standard

12 7 51 5 Silicone Special Standard

standard
7 --. 9 8 7 Silicone Special Standard
standard

9 9 8 8 5 Silicone Special Standard

standard

5 ----- --- 5 -1 Silicone Specie]. Standard

standard
2 ----.-- 7 6 6 Silicone Special Standard
standard

8 ---.- -6 -5 -8 Silicone Special Standard

standard
4 -.__ --.-- Standard Standard Standard

-3 -- 9 8 6 Silicone Special Standard

.tanciard.

-3 ------ -9 -1 -15 Silicone Special Standard

standard

-2 ..$ -11 Silicone Special Standard

standard

-18 -5 --- ------ ------- Standard Standard Standard

-16 -9 -8 -9 -9 Standard Standard Standard

- ---- --- -14 Silicone Special Standard
standard

-23 --- -0 -6 -13 Silicone Special Standard

standard
-23 --- -16 -----15 Silicone Special Standard
standard
-23 ---- -13 -18 -16 Silicone Special Standard
standard

-29 -8 ----
- ------ Standard Standard Standard
.__ Silicone 0.018 Standard

..39 _____ ----- Standard Standard Standard

-32 -43 --- ---- ------- Standard Standard Standard

..4 5 ..49 - --.-- ------- Standard Standard Standard

-64 ---- ----- , Standard 1 Standard IStandard

c Standrd hydraulic fluid in AN-0-366.
d5tandard hydraulic-system-orifice diem. Is approximately 0.013 in.
eStandard fuel-orifice diem. is approximately 0.138 in.
€Slllcone oil with viscosity of 20 centiatokee at 280 C.
h5tandard hydraulic-system-orifice used in commercial 400-lb-thrust rocket
engine. Orifice diem. Is approximately 0.013 in.
24 WACA RM E50D20

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NACA RM E50020 25

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26 - NACA RM E50D20

TABLE VII - SUMMARY OF DATA FOR (UM TURPENTINE WITH

[sea-level pressure; altitude pressure,

Run Pressure Mean Ignition Maximum Time to Time for Fuel

altitude tempera- combustion- attain propellant tempera-
(ft) ture of chamber maximum valves to ture
propellants pressure combustion- open 75 (°F)
and engine (lb/sq in. chamber peroent of
( OF) absolute) pressure full travel
(a) (ec) (see)
Gum tur pentine

74 0 80 Yes 302 1.7 004 80

75 56,300 -22 Yes 315 .4 -16

76 55,300 -44 Noe -- •4 -$9

77 54,700 -52 Yes 065 .4 -51

78 55,300 -57 Yes 300 1.3 .3

148 55,400 -57 Yes 300 1.3 .3 -60

143 57,600 -70 Yes 315 1.7 .3 -70

13$ 47,200 -70 Yes 320 806 7.6 -73

138 54,900 -70 Yes 319 7.3 7.6 -69

140 53,700 -70 Yes 318 12.7 6.0 -72

149 57,200 -71 Yes 306 2.4 .3. -73

134 49,600 -71 Yes 320 7.3 910 -68

146 66,100 -72 Yes 273 .4 .3 -74

147 56,600 -72 Yes 300 2.3 .3 -73

135 54,500 -72 No 26 ----- 8.8 -71

146 67,200 -73 Yes 328 1.4 03

136 55,600 -73 No 23 --------- 8.4 -73

139 55,200 -74 Yes 320 6.5 712 -74

141 60,200 -14 Yes 321 7.1 f7.4 -70

cx-pinene with

142 1 55 0 400 1 -'?l I Yes I 325 I 8.7 9.0 1-661

57,600 I -72 1 Yes 1 318 1 1.9 .3 I -74

aMean temperature is average of fuel, oxidant, and engine temperature. Engine

temperature is average of four temperatures.
b Ice jammed fuel-injector holes.
Extrapolated value.
NACA RM E0D20 27

MIXED ACID AND FOR a-PINENE WITH MIXED ACID

55,000 ft; variable temperature]

Oxidant Engine temperatures Hydraulic Hydraulic- Engine

tempera- (°F) fluid accumulator- fuel-line-
ture - orifice orifice
(°F) Engine Fuel Oxidant Hydraulic diam. diam.
jacket line line cylinder (in.) (in.)

with mixed acid

80 80 80 80 80 None None Standardb
40 -12 -27 -21 -23 None None Standard
-37 -.46 -60 -68 -60 None None Standard
-47 -53 -62 -60 -62 None None Standard
-42 -66 -74 -74 -74 None None Standard
-55 -57 -67 -66 -60 None None Standard
-68 -73 -73 -69 -73 None None Standard
-70 -87 --- -68 -66 Siliconed Special Standard
standard e
-70 -71 -71 -74 -71 Silicone Special Standard
standard
-74 -.66 -57 -71 -66 Silicone Special Standard
standard
-71 -67 -73 -66 -74 None None Standard
-70 -77 -76 -79 -76 Silicone Special Standard
standard
-73 -70 -71 -70 -73 None None Standard
-70 -73 -74 -70 -76 None None Standard
-72 -74 -71 -76 -73 Silicone Special Standard
standard
-74 -73 .!73 -73 -75 None None Standard
-72 -79 -77 -74 -70 Silicone Special Standard
standard
-75 -73 -78 -75 -73 Silicone Special Standard
standard
-72 -81 -81 -79 -77 Silicone Special Standard
standard
mixed acid
-70 -75 -76 -76 -76 Silicone Special Standard
standard
-73 -69 -69 -69 -70 None None Standard

bstandard fuel-orifice diam. 18 approximately 0.136 in.

dSilicone oil with viscosity of 20 centlstokes at 25 0 C.
e standard hydraulic-system-orifice used in cornme?clal 400-lb-thrust rocket
engine. Orifice diam. is approximately 0.013 in.
28 NACA RM E50D20

TABLE VIII - SUMMARY OF DATA FOR NIXED

[sea-level pressure; altitude pressure,

Run Pressure Mean Ignition Maximum Time to Time for Fuel

altitude tempera- combustion- attain propellant tempera
(ft) ture of chamber maximum valves to ture
propellants pressure combustion- open 75 (°7)
and engine (lb/sq in. chamber percent of
(°F) absolute) pressure full travel
(a) (Soo) (sec)
108 0 75 Yes 318 3.4 3.3 75

109 0 -12 Yes 317 4.2 4.5 -15

110 0 -31 Yes 313 9.0 8.2 -30

1.12 49,000 -27 Yes 320 5.5 6.7 -.24

111 47,900 -28 Yes 320 6.5 5.1 -33

114 48,400 -29 Yea 315 7.0 6.7 -31

113 48,400 -31 Yea 320 7.5 7.0 -32

116 48,400 -38 Yes 320 7.7 6.9 -39

117 48,400 -39 Yes 325 9.5 8.8 -41

118 48,400 -40 Yes 320 11.0 10.0 -41

118 48,400 -41 Yes 335 10.7 11.0 -41

119 50,400 -42 Yes 295 12.4 11.0 -41

120 48,100 -66 Yes 285 16.6 21.2 -81

121 48,400 -68 Yea 285 10.5 9.9 -68

130 48,500 -69 you 315 8.3 7.e -70

122 49,500 -70 Yes 265 11.9 9.2 -70

126 48,400 -70 Yes 320 7.9 6.9 -71

125 50,300 .71 Yes 330 10.3 9.3 -71

129 50,100 -71 Yes 315 9.3 9.3 -71

128 48,700 -71 Yes 325 9.1 8.9 -71

131 48,400 -71 Yes 315 11.5 9.8 -71

124 48,400 -72 Yes 330 8.7 8.4 -73

127 4e,400 -73 Yes 320 9.9 9.3 -70

132 62,600 -73 Yes 318 9.7 9.7 -74

aMean temperature is average of fuel, ox&dazt and engine temperatures. Engine

temperature is average of four temperatures.

w
NACA RM E50D20 29

BUTYL MERCAPTANS AND MIXED ACID

50,000 ft variable temperaturel

Oxidant Engine temperatures Hydraulic Hydraulic- Engine

tempera-. (°?) fluid accumulator- fuel-line-
ture - orifice orifice
(°?) Engine Fue Oxidant Hydraulic diam. diam.
jacket un line cylinder (in.) (in.)

76 76 75 75 75 Modified Standard° Stndardd

etandardh
-14 -6 -4 -8 -6 Standards Special. Standard
etandardf
-28 -34 - -$4 -36 Standard Special Standard
standard
-29 -26 -31 -29 -26 Standard Special Standard
standard
-25 -28 -25 -28 -26 Standard Special Standard
etandard
-$0 -27 - -$0 -28 Standard Special Standard
standard
-29 -32 -31 -$3 -31 Standard Special Standard
standard
-42 -34 -33 -34 -26 Standard Special Standard
standard
-40 -39 -37 -37 -29 Standard Special Standard
standard
-42 -34 -37 -42 -38 Standard Special Standard
standard
-41 -40 .43 ..45 -46 Standard Special Standard
standard
-42 -41 -44 -47 -42 Standard Special Standard
standard
-60 -54 -68 -69 Standard Special Standard
otandard
-72 -65 -63 -65 -64 BiliconeE Special Standard
standard
-69 -67 -69 -66 -66 Silicon. Special Standard
standard
-68 -73 -70 -78 -'10 Silicone Special Standard
standard
-10 -72 -68 -72 -68 Silicone Special Standard
standard
-69 -74 -72 -'1? -74 Silicone Special Standard
standard
-69 -73 -71 -74 -73 Silicone Special Standard
standard
-70 -76 -fl. -75 -73 Silicone Special Standard
standard
-68 -73 -71 -75 -73 Silicone Special Standard
standard
-'70 -'73 -'70 -73 -70 Silicone 5pecial Standard
standard
-76 ..74 94 . 77 -74 Silicone Special Standard
standard
-71 -77 -77 -71 -77 Silicone Special Standard
standard

bMilture of 76-percent standard hydraulic fluid and 25-percent S.A.E.

20 motor oil by volume.
CStandard hydraulic-system-orifice diam. is approximately 0.013 in.
d8tandard fuel-orifice diam. is approximately 0.136 in.
eStandiard hydraulic fluid is AN-0-366.
tStandard hydraulic-system-orifice used in commercial 400-lb-thrust rocket
engine. Orifice diam. is approximately 0.01$ in.
Esilicone oil with viscosity of 20 centistokes at 260
30 NACA RM E50D20

- TABLE IX - SUMMARY OF DATA FOR TRANSPARENT-SIDED ROCKET

Run Pressure Mean Ignition

altitude temperature
(ft) of propellants
and engine
• (°F)
(a)
Crude_monoethylaniline_with mixed acid

40 0 81 Yes

49 0 86 Yes

46 0 15 No

50 0 •2 No

48 0 -7 No

43 0. -8 No

42 0 -26 No
/
41 42-800 83 Yes

45 56,200 3 No
70-percent (by volume) furfuryl alcohol and 30-percent
(by volume) crude monoethylaniline with mixed acid
51 0 -14 Yes

52 0 -31 Yes

55 55,400 -25 Yes

57 54,700 -34 Yes

56 49,800 -36 Yes

aMean temperature is average of fuel, oxidant, and engine

temperatures. Engine temperatures is usually average
of engine-jacket, fuel-line, oxidant line, and hydraulic-
cylinder temperatures.
 NACA RM E50D20 31

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NACA RM E50D20 33

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NACA RM E50D20 35

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NACA RM E50D20 37

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NACA RM E50D20 '39

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40 NACA RM E50D20

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NACA RM E50D20 41

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EMEMEMEMEMEMENNE 90,
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Time after Initial movement of propellant valve, Sec

(a) Run 5; mean temperature, 82 0 F.
Figure 4. - Rocket starting at sea-level pressure with crude mono-
ethylaniline and mixed acid.
42 NACA RM E50D20

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44 NACA RM E50D20

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MEN MEMEMEME
•ririuuu•••• = 10
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Time after initial movement of propellant valve, sec
(d) Run 102; mean temperature, -15 0 F.
Figure 4. — Concluded. Rocket starting at sea-level pressure with
crude monoethylaniline and mixed acid.
NACA RM E50D20 45.

au•uuu•u•u•u•u•i

500 MMOMMEMMEMEMMEEM 100

EMEMEMEMENNEEMME
MEMMEMEMIMMMEMEME 90
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Combustion-chamber pressure
100 --- - -- Injection pressure of oxidant 20
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ur
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1
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10
MEMMEMEMEMME
0
REN—M.OMEMMEEMM
1 2 3 4 5 6 7 8
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Time after initial movement or propellant valve, sec

(a) Run 9; mean temperature, 88 0 F.
Figure 5. - Rocket starting at pressure altitude of 55,000 feet with
crude monoethylanhline and mixed acid.
46 NACA RM E50D20

500 00

I L
40C

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- - -- - _. ----Injection pressure of oxidant 10
/ ---Injection pressure of fuel
' / ----Valve position
- 77 - - - -----Tank pressure, oxidant
/ - - ---Tank pressure, fuel 0

Time after Initial movement of propellant valve, sec

(b) Run 18; mean temperature, 14 0 F.
Figure 5. - Continued. Rocket starting at pressure altitude of 55,000
feet with crude monoethylanillne and mixed acid.
NACA RM E50D20 47

................
MENNEENNEENEEMEN
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0 2 4 6 8 10 12 14 16
Time after initial movement of propellant valve, sec
(c) Run 90; mean temperature, 50 1?,
Figure 5. — Continued. Rocket starting at pressure altitude of 559000
feet with crude monoethylaniline and mixed acid.
48 NACA RM E50D20

EEMEMMNEEEMMEMNM
500 •a•uiuiuuuaisuiu .00
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10
viiu•uauaiuu
0
UNNEMMEMENE
2 4 6 8 10 .. 12 14 16
0
Time after initial movement of-propellant valve, see
(d) Run 93; mean temperature, 30 F.
Figure 5. — Continued. Rocket starting at pressure-altitude of 55,000
feet with crude monoethylaniline and mixed acid,
NACA RM E50D20 49

00
500

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ME ffiffiffim no a
400 80

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irui•i____________
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0 2 4 6 8 : 10 12 14 16
Time after initial movement of propellant valve, Sec
(e) Run 19; mean temperature, -12 0 F.
Figure 5. - Continued. Rocket starting at pressure altitude of 55,000
feet with crude monoethylaniline and mixed acid.
50 NACA RM E50020

EMEMEMEMMEMEMEMEME
50C 00

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iuuu•••iuim•uu•uu 90

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1OC •U•UUIUIIU••ViUUUUii 20

MMMMMEMNSMMMEMMMMM
i•uu•riiuu•uiuuu 10
•UUU•U•UU•l
0
0 24 6 8 110 12 14 16 18
Time after initial movement of propellant valve, sec
(f) Run 20; mean temperature, _280 P.
Figure 5. - Continued. Rocket starting at pressure altitude of 55,000 feet
with crude monoethylaniline and mixed acid.
NACA RM E50D20 51

----

100
50(

90

- 80
40

--

-L___
-_-2_ ----
_
--
70

a
0.

I------
0
0
60
30
a a
- 0
4
.1 0.
or I 50
02
0
.0 '-4
•4
- '-4

20 40 &
a
5
4.
30
Combustion-chamber
- pressure
-----Injection pressure
of oxidant
'C 3 - - ---Injection pressure - - - - - -
20
/ ' I of fuel
alve position ----+--
--
-----Tank pressure,
oxidant
..' '' -Explosion 10
--- Tank pressure,
/ fuel
/ I

0
0 -- 5 10 15 20 25 30 35 0 5 10 15
Time after initial movement of propellant valve, sec
(g) Run 15; mean temperature, _350 F. (h) Run 22; mean tempera-
ture, -38 0 F.
Figure 5. - Continued. Rocket starting at pressure altitude of 55,000 feet with crude monoethylaniline
and mixed acid.
52 NACA RM E50D20

.00

90

----- -

401— 80

70
4) C
C)
0.
0
0 Combustion-chamber pressure
C) 4)
301 - - - - ---- Injection pressure of oxidant 600C)
Injection pressure of fuel C)
Valve position
C ----- Tank pressure, oxidant C)
-.4 - - - A
0
In 50 0
0
.0
±111 ii -.1
.1
0)
C) 0
40
C) C)
U)
C) '-I
C,
5,
a

30

10(11 20

--Explosion
10

OE R P , 0
Time after initial movement of propellant valve, sec
(1) Run 80; mean temperature, -19 0 F.
Figure 5. - Continued. Rocket starting at pressure altitude of 55,000
feet with crude monoethylaniline and mixed acid.
NACA RM E50D20 53

•—..............
MMMMMMMMMMMMMMMM
iu•uu••ui•••.
EMMMEMMMMMMMMMMM
..I............ 1

MMMMMMMMMMMMMMMM
MMMMEMMMMMMMMMM
4?
••wi•u•u•••u•
MM
4, 4)
0.

•ririiu•uau•••uuu•..
'-I 0
0

•uriaaui
4)
to 0
.0
4,
0.

-4 p.

0 Fli
•.i..i EJ•:.
to 0
0
'-4
.0 I'
-1

MKI MMMMMMMMMMMM
I,
0)
0
• 0.
•1
4,

•tiu: uu•••uu•u -I
a

•iuuuuuu••uu •uu,

•IAI•UU•UU•U•UUIUU
MOMMMMMMMMMMMMMM
MMIMMMMMMMMMMMMMM
MMMMMMMMMMMMMMMM
CA

WM—MNMMMMMMMK
0 2 4 6 8 10 12 14 16
Time after initial movement of propellant valve, sec
(j) Run 88; mean temperature, -19 0 F.
Figure 5. — Continued. Rocket starting at pressure altitude of 55,000
feet with crude monoethylaniline and mixed acid.
54 - NACA RM E50D20

)0
50C

30
40(
Combustion-chamber pressure
- -----Injection pressure of oxidant --
---Injection pressure of fuel
----Valve position 70
- ------Tank pressure, oxidant - C
- ----Tank pressure, fuel -/' a
a - - - 0

4,
0
S -- 50
.0
as 30 C

a
-- 0.
C
4, /
50
C.
a, - 4,
.0 '-4
.-1 ,- - a,
- 0

40
20 -
Cd

-
- I 30

20
10

10

0
0 5 10 10 zu 40 ..' --
Time after initial movement of propellant valve, sec
(k) Run 21; mean temperature, -47' F.
Figure 5. - Concluded. Rocket starting at pressure altitude of 55,000 feet with crude monoethylariiline
and mixed acid.
NACA RM E50D20 55

- I
4-,
'-4-4

ul
th

-e4J1

'

fri
' co
to

4
II
— to
-

I
Page intentionally left, blank

Page intentionally left blank

NACA RM E50D20 57

MMMMMMMMMMMMMl
500
MEMMMMMMMMMMMMMM L00

MMMMMMMMMMMMMMMM
45C
OMMEMMMMMEMMUMMIRM 90

EMMMMOMMMMMMMMMM
40C
MMMMMMMMMMMMMMMM
MMMMMMMMMMMMMMMIN
35c
MMMMMMMMMMMMMMMM 70

4)
MMM MMMMMMMMMMMIN 0)

30(
MEMMOMMMMOMMMMMM 60
0
4)

(
MMMMMMMMMMM MMMM 0)
0

MMMMMMMMME MMMMIM
0)
P.
-4
c 25( 50

MMU MM 0
-4
4)

MM
-.4

20(
MMEMI 40
10
0

(0
(0 MMIJIML1C MM 0)
rl

MMMEMMMMMOMMMM M
0)

15( 30
MUNIMUMMMMEMMM
. . MMIM
IMMMMMMEM MM M 20
MM IMM MMMOMMMIFARIMI
].0

5
11MM 10
MM11MMMMEMEMMMMMM
auusauuI•auuuUU
0 1 2 6 4 V

Time after initial movement of propellant

0 valve, see
(a) Run 38; mean temperature, (b) Run 31; mean
810 F. temperature, _28 0 F.
Figure 7. - Rocket starting at pressure altitude of 55,000 feet with-
90-percent crude monoethylaniline and 10-percent aviation gasoline,
AN-F-48 (by volume), and mixed acid.
Page intentionally left blank

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NACA RM E5C[O 59

It)C
S
zj
OS

0 14

"3-I
-4'
LO

•0+'
4J 0
-I 0
,-IW
4)0

-I

4 ,; L

4)0
41 k

00
a)

0 -4
o -0
wt
+,ø
.M

PI 43
Page intentionally left blank

Page intentionally left blank

NACA RM E50D20 61

ME N i. tion :ii:'!I•UU
of

e,r
Injec
M
AlU
M M .
50C p ressur 100
i1

45(
W.0 mom MMMMEMMMM 90
ME MMMMMMM MM M M MMM
40( IMMMMMMMMN MEMMMM 80
MMMMMMMMMMMMMMMM
35( 11MMMSSMM11MMMMMM 70

43 11MMMMMM M MM M MMMM M 4)
H
3°c IM MMMMMMFIMMMMMMM 60 P.
0
4)
•0
UMMMMMMMHMMMMMMM C)

'-4
o 25(
IM EMMMMMH MMMMMMM 50
p.

.0
H
IINMMMMMMHEMMMMMM 0
'-4
4)

20( 1' 11MSMMMMMMMMMMMMM 40

'-4
(0
0
p

4)
11MM M MMMM11 M MMMM M M 4)
r4

15( NMMMMMMMWMMMMMM= We

WMMMMMM MM MMMMMMS
10 1 NM MM MM MMMMMMMMM S 20
11MMMMMMMqMMMMMMMS
1[

5 MMMMMMMMAMMMM MMM 10
MMMM M M M MMMMMMMMM
0 1
•uauui••u• ^..
2 0 1 2 3 4
- ['1

Time after initial movement of propellant valve, sec

(a) Run 64; mean (b) Run 62; mean temperature,
temperature, 830 F. 840 F.
Figure 9. - Rocket starting at sea-level pressure with 70-percent
furfuryl alcohol and 30-percent crude monoethylaniline (by volume),
and mixed acid.
 NACA RM E5QD20
62

MMMMMMEEMMMOMMM
50(
mmmmmmmmmmmmmm
11111M 111111011 M
WWI 11MMOMME W 11M 11M
11MISM11_____
40
illIllIlti _-'4i*°- 30

tulallaum_______ Tank pressurey

oxidant
Tank pressure, fuel,
lUMMMUa11 To
a)
P4
a)
ffimmaaaaaflaaaauaa 0

'-4
0
NJ 11111 MEa 300
C)

.0 30

UMM11 111111 IIWAH 11111111

a)
p.

MEN lIUIaUUU
q.4 r.
0
0 V ...4

SEEMS OMEN MEMa

—4
U)
0
P4

20
Elm M No 11111 MENUa AF C)

'-I

U)
a)
• No UU
iiiiaaaaaaHaaaaaIa
911i 110 MEMO M ME
'C
loll aaahUNIaaaaUUaW 20.

• loll 0 ONE 1101111111111111111111

11111111 11111111a
1110 10

•piaaaaaa 1111
aaaaaa.Uaa!a 'I
0 .1. ic

Time after initial movement of propellant valve, sec

(a) Rtzn 74; mean temperature, (b) Run 78; mean temperature,
800 F. -570 F.
Figure 10. - Rocket starting at sea-level pressure and pressure alti-
tude of 55,000. feet with turpentine and mixed acid.
NACA RM E50D20 63

C)

C) 0

43
'-4
0 0)
C)

Cd C)

0
1
Co 43

Co
'-4 0
0,
0)

'-4
Co Cd
10
C)

0 2 4 6
Time after initial movement of propellant valve, sec
(c) Run 143; mean temperature, _700 F.
Figure 10. - Concluded. Rocket starting at sea-level pressure and pres-
sure altitude of 55,000 feet with turpentine and mixed acid.
64 NACA RM E50D20

MEMEMEMMIMMSMui
500
NIMMMOMMMMIMMMMMM
MEN MMMMIMMMMMM
0 ON MZMEMEMMMM
MENUMMMMMMMMMM 30
40(
MEEMMESSOMMI MMIM
MMMEM NO MM SEEM TO

a) M MMMMMMMMMMMM a)
p.
0

MOM M ME SEEMEME
4)

'-4
30

M MOSOMM No NONE
30(
a)
cd p.

-.4
iiMIFAMEMMEMOSIMMEN 50
r.

ENS FAMEME MEMEMENE

4)
a) '-4
'I)
•0 0

20 MMISFAMM, Combustion-cham ber pressure —

.-----Injection pressure of oxidant.; 40
p.

U)
U)
IIAiUEIS i.
a)

MENIMME,L .

ON MOMMEMEMMEMME
10
MMIJIMEMEMEM NEON El.]

MNFMIMEMMMMEMMMMMMI
M IMIMMEMMMMEMMMM 10

MUSEEMEMMEN SEEM
ENNIMMEMEMEEME
0 0 .LV
-10
16
Time after initial movement of propellant valve, see
Figure 11. - Rocket starting with mixed butyl mercaptans and mixed
acid. Run 127; pressure altitude, 50,000 feet; mean temperature,
-73 F.

NACA - Langley Field, Va.