Escolar Documentos
Profissional Documentos
Cultura Documentos
1.1
Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2
1.3
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.4
External links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CE-7.5
2.1
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2
Specications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3
Development
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.4
Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5
See also . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6
References
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CE-20
3.1
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2
Specications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3
See also . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.5
External links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1.1
Turbopumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1.2
Powerhead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1.3
Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1.4
Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
4.1.5
Gimbal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
4.1.6
Helium system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
4.2.1
Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
4.2.2
12
4.2.3
After Shuttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
4.2
ii
CONTENTS
4.2.4
2015 tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15
4.3
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16
4.4
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16
4.5
External Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
17
Rocketdyne J-2
18
5.1
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
18
5.1.1
18
5.1.2
19
5.1.3
20
5.1.4
21
5.1.5
Control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
Engine operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
5.2.1
Start sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
5.2.2
22
5.2.3
Cuto sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
5.2.4
Engine restart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
5.3.1
Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
5.3.2
Upgrades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
5.4
Specications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
5.5
See also . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
5.6
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
5.2
5.3
RL10
26
6.1
History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
6.1.1
Improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
26
6.2.1
26
6.3
Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
6.4
Specications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
6.4.1
Original RL10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
6.4.2
Current design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
6.5
Engines on display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
6.6
See also . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
6.7
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
6.8
External links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
29
6.2
RS-68
7.1
30
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30
7.1.1
Proposed uses
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30
7.1.2
Human-rating
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
CONTENTS
iii
7.2
Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
7.3
See also . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
7.4
References
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31
7.5
External links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32
RS-83
33
8.1
Development
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
33
8.2
See also . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
33
8.3
References
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
33
8.4
External links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
33
Vulcain
34
9.1
History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34
9.1.1
Future development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34
9.2
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34
9.3
Contractors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34
9.4
See also . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34
9.4.1
Comparable engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34
9.5
35
9.6
External links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
35
9.6.1
35
Related news . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10 HM7B
36
10.1 History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
36
10.2 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
36
36
36
10.4 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
36
37
11.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
37
11.2 Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
37
37
37
37
38
12 RD-0120
39
12.1 Specications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
39
12.1.1 RD-0120 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
39
39
12.3 References
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
39
39
iv
CONTENTS
13 RD-0146
40
13.1 Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
40
13.2 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
40
40
13.4 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
40
40
14 YF-50t
41
14.1 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
41
41
15 YF-73
42
15.1 History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
15.2 References
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
42
16 YF-75
43
16.1 Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
43
43
16.3 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
43
43
17 YF-77
44
17.1 Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
44
44
17.3 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
44
45
18 LE-7
46
46
18.2 LE-7A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
46
46
47
47
47
47
18.4 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
47
47
19 LE-5
48
19.1 LE-5A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
48
19.2 LE-5B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
48
19.3 LE-5B-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
49
19.4 Specications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
49
CONTENTS
49
19.6 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
49
49
50
19.8.1 Text . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
50
19.8.2 Images . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
51
53
Chapter 1
1.1 Construction
and rocket engine nozzle. In terms of feeding propellants to the combustion chamber, cryogenic rocket engines (or, generally, all liquid-propellant engines) are either pressure-fed or pump-fed, and pump-fed engines
work in either a gas-generator cycle, a staged-combustion
cycle, or an expander cycle.
The cryopumps are always turbopumps powered by a
ow of fuel through gas turbines. Looking at this aspect,
engines can be dierentiated into a main ow or a bypass ow conguration. In the main ow design, all the
pumped fuel is fed through the gas turbines, and in the end
injected to the combustion chamber. In the bypass conguration, the fuel ow is split; the main part goes directly
to the combustion chamber to generate thrust, while only
a small amount of the fuel goes to the turbine.
Japan
LE-7 / 7A
LE-5 / 5A / 5B
1.3 References
[1] Bilstein, Roger E. (1996). Stages to Saturn: A Technological History of the Apollo/Saturn Launch Vehicles (NASA
SP-4206) (The NASA History Series). NASA History Ofce. pp. 8991. ISBN 0-7881-8186-6.
[2] Biblarz, Oscar; Sutton, George H. (2009). Rocket Propulsion Elements. New York: Wiley. p. 597. ISBN 0-47008024-8.
India
CE-7.5[5]
CE-20
United States
SSME
J-2
RL-10
RS-68
RS-83
Russia
RD-0120
RD-0146
China
YF-50t
YF-73
YF-75
YF-77
Chapter 2
CE-7.5
2.3 Development
2.2 Specications
2.4 Applications
CE-20
GSLV
2.6 References
[1] Cryogenic engine test a big success, say ISRO ocials.
Indian Express. Retrieved 27 December 2013.
Retrieved 27
CHAPTER 2. CE-7.5
Chapter 3
CE-20
Engine Specic Impulse - 443 3 seconds (4.344
0.029 km/s)
3.1 Overview
The CE-20 is the rst Indian cryogenic engine to feature
a gas-generator cycle.[3] The engine produces a nominal
thrust of 200 kN, but has an operating thrust range between 180 kN to 220 kN and can be set to any xed values between them. The combustion chamber burns liquid
hydrogen and liquid oxygen at 6 MPa with 5.05 engine
mixture ratio. The engine has a thrust-to-weight ratio of
34.7 and a specic impulse of 444 seconds (4.35 km/s)
in vacuum. ISRO tested the CE-20 on 28 thApril 2015
at Mahendragiri test facility achieved on successful long
duration hot test (635 seconds).[4] On July 16, 2015, CE20 was successfully endurance hot tested for a duration
of 800 seconds at ISRO Propulsion Complex, Mahendragiri. This duration is approximately 25% more than the
engine burn duration in ight [5]
3.4 References
[1] Indigenous Cryogenic Engine Tested Successfully ISRO
12 May 2012
[2] Space Transportation. GSLV - Mk III - Status of CE20. Indian Space Research Organization. 2009-07-15.
Retrieved 2009-08-29.
3.2 Specications
[4] http://timesofindia.indiatimes.com/india/
Isros-desi-cryogenic-engine-test-successful/
articleshow/47090046.cms
[5] http://isro.gov.in/update/20-jul-2015/
indigenously-developed-high-thrust-cryogenic-rocket-engine-successfully-g
CHAPTER 3. CE-20
LPSC handouts during Aero India-2009 with Ce-20
specications
LPSC handouts during Aero India-2009 with specications of all Liquid-fueled engines of India
Status of CE-20 in Space Transportation/GSLV Mk III of ISROs 2008-09 Annual Report
Chapter 4
Low pressure
fuel
turbopump
Fuel inlet
GH2 pressure
outlet to
external tank
GO2 pressurant
outlet to external
Oxidizer inlet
tank
Main
oxidizer
valve
Fuel preburner
OX valve
Fuel preburner
injector
Hot gas
manifold
Low pressure
oxidizer
turbopump
Oxidizer
preburner
injector
Main
injector
Oxidizer preburner
OX valve
Fuel preburner
Oxidizer preburner
Oxidizer heat
exchanger
High pressure
fuel turbopump
High pressure
oxidizer turbopump
The engine produces a specic impulse (I ) of 452 seconds (4.43 km/s) in a vacuum, or 366 seconds (3.59
km/s) at sea level, has a mass of approximately 3.5 tonnes
(7,700 pounds), and is capable of throttling between 67%
and 109% of its rated power level in one-percent incre- RS-25 schematic.
ments. The RS-25 operates under temperatures ranging
from 253 C (423 F) to 3,315 C (6,000 F).[1]
Main fuel valve
Main combustion
chamber
Fuel
Oxidant
Chamber
coolant valve
Fuel ow.
7
Legend
Hot gases
Nozzle
Combustion
zone
4.1.1 Turbopumps
Oxidizer system
Oxidiser ow.
RS-25 propellant ow.
The RS-25 engine consists of various pumps, valves
and other components which work in concert to produce thrust. Fuel (liquid hydrogen) and oxidizer (liquid
oxygen) from the Space Shuttle external tank entered
the orbiter at the umbilical disconnect valves, and from
there owed through the orbiters main propulsion system
(MPS) feed lines; whereas in the Space Launch System
(SLS), fuel and oxidizer from the rockets core stage will
ow directly into the MPS lines. Once in the MPS lines,
the fuel and oxidizer each branch out into separate paths
to each engine (three on the Space Shuttle, up to ve on
the SLS). In each branch, prevalves then allow the propellants to enter the engine.[5][6]
Once in the engine, the propellants ow through lowpressure fuel and oxidizer turbopumps (LPFTP and
LPOTP), and from there into high-pressure turbopumps
(HPFTP and HPOTP). From these HPTPs the propellants take dierent routes through the engine. The oxidizer is split into four separate paths: to the oxidizer heat
exchanger, which then splits into the oxidizer tank pressurization and pogo suppression systems; to the low pressure oxidiser turbopump (LPOTP); to the high pressure
oxidizer preburner, from which it is split into the HPFTP
turbine and HPOTP before being reunited in the hot gas
manifold and sent on to the main combustion chamber
(MCC); or directly into the main combustion chamber
(MCC) injectors.
Meanwhile, fuel ows through the main fuel valve into
regenerative cooling systems for the nozzle and MCC, or
through the chamber coolant valve. Fuel passing through
the MCC cooling system then passes back through the
LPFTP turbine before being routed either to the fuel tank
pressurization system or to the hot gas manifold cooling
system (from where it passes into the MCC). Fuel in the
nozzle cooling and chamber coolant valve systems is then
sent via preburners into the HPFTP turbine and HPOTP
before being reunited again in the hot gas manifold, from
where it passes into the MCC injectors. Once in the in-
4.1. COMPONENTS
the other is between the pump section and cavity. Loss then self-sustaining. The preburners produce the fuelof helium pressure in this cavity results in automatic en- rich hot gases that pass through the turbines to generate
gine shutdown.[5]
the power needed to operate the high-pressure turbopumps. The oxidizer preburners outow drives a turbine
that is connected to the HPOTP and to the oxidizer preFuel system
burner pump. The fuel preburners outow drives a turbine that is connected to the HPFTP.[5]
The low-pressure fuel turbopump (LPFTP) is an axialThe speed of the HPOTP and HPFTP turbines depends
ow pump driven by a two-stage turbine powered by
on the position of the corresponding oxidizer and fuel
gaseous hydrogen. It boosts the pressure of the liquid
preburner oxidizer valves. These valves are positioned
hydrogen from 30 to 276 psia (0.2 to 1.9 MPa) and supby the engine controller, which uses them to throttle the
plies it to the high-pressure fuel turbopump (HPFTP).
ow of liquid oxygen to the preburners and, thus, conDuring engine operation, the pressure boost provided
trol engine thrust. The oxidizer and fuel preburner oxiby the LPFTP permits the HPFTP to operate at high
dizer valves increase or decrease the liquid oxygen ow,
speeds without cavitating. The LPFTP operates at around
thus increasing or decreasing preburner chamber pres16,185 rpm, and is approximately 450 by 600 mm (18
sure, HPOTP and HPFTP turbine speed, and liquid oxyby 24 in) in size. It is connected to the vehicle propelgen and gaseous hydrogen ow into the main combuslant ducting and is supported in a xed position by being
tion chamber, which increases or decreases engine thrust.
mounted to the launch vehicles structure.[5]
The oxidizer and fuel preburner valves operate together
The HPFTP is a three-stage centrifugal pump driven by to throttle the engine and maintain a constant 6.03:1 proa two-stage hot-gas turbine. It boosts the pressure of the pellant mixture ratio.[2]
liquid hydrogen from 1.9 to 45 MPa (276 to 6,515 psia),
The main oxidizer and main fuel valves control the ow
and operates at approximately 35,360 rpm with a power
of liquid oxygen and liquid hydrogen into the engine and
of 71,140 hp. The discharge ow from the turbopump
are controlled by each engine controller. When an engine
is routed to, and through, the main valve and is then split
is operating, the main valves are fully open.[5]
into three ow paths. One path is through the jacket of the
main combustion chamber, where the hydrogen is used to
cool the chamber walls. It is then routed from the main Main combustion chamber
combustion chamber to the LPFTP, where it is used to
drive the LPFTP turbine. A small portion of the ow Each engine main combustion chamber (MCC) receives
from the LPFTP is then directed to a common manifold fuel-rich hot gas from a hot-gas manifold cooling circuit.
from all three engines to form a single path to the liquid The gaseous hydrogen and liquid oxygen enter the chamhydrogen tank to maintain pressurization. The remaining ber at the injector, which mixes the propellants. A small
hydrogen passes between the inner and outer walls of the augmented-spark igniter-chamber is located in the cenhot-gas manifold to cool it and is then discharged into the ter of the injector, and this dual-redundant igniter is used
main combustion chamber. A second hydrogen ow path during the engine start sequence to initiate combustion.
from the main fuel valve is through the engine nozzle (to The igniters are turned o after approximately three seccool the nozzle). It then joins the third ow path from onds because the combustion process is self-sustaining.
the chamber coolant valve. This combined ow is then The main injector and dome assembly is welded to the
directed to the fuel and oxidizer preburners. The HPFTP hot-gas manifold, and the MCC is also bolted to the hotis approximately 550 by 1,100 mm (22 by 43 in) in size gas manifold.[5] The MCC comprises a structural shell
and is attached to the hot-gas manifold by anges.[5]
made of Inconel 718 which is lined with a copper-silverzirconium alloy called NARloy-Z, developed specically
for the RS-25 in the 1970s. Around 390 channels are ma4.1.2 Powerhead
chined into the liner wall to carry liquid hydrogen through
the liner to provide MCC cooling, as the temperature
Preburners
in the combustion chamber reaches 3,315 C (6,000 F)
during ight higher than the boiling point of iron.[7][8]
The oxidizer and fuel preburners are welded to the hotgas manifold. The fuel and oxidizer enter the preburners and are mixed so that ecient combustion can oc- 4.1.3 Nozzle
cur. The augmented spark igniter is a small combination chamber located in the center of the injector of The engines nozzle is 121 in (3.1 m) long with a diameter
each preburner. The two dual-redundant spark igniters, of 10.3 in (0.26 m) at its throat and 90.7 in (2.30 m) at
which are activated by the engine controller, are used its exit.[9] The nozzle is a bell-shaped extension bolted to
during the engine start sequence to initiate combustion the main combustion chamber, referred to as a de Laval
in each preburner. They are turned o after approxi- nozzle. The RS-25 nozzle has an unusually large expanmately three seconds because the combustion process is sion ratio (about 77.5:1) for the chamber pressure.[10]
10
At sea level, a nozzle of this ratio would normally undergo ow separation of the jet from the nozzle, which
would cause control diculties and could even mechanically damage the vehicle. However, to aid the engines
operation Rocketdyne engineers varied the angle of the
nozzle walls, reducing it near the exit. This raises the
pressure just around the rim to an absolute pressure between 4.6 and 5.7 psi (32 and 39 kPa), and prevents ow
separation. The inner part of the ow is at much lower
pressure, around 2 psi (14 kPa) or less.[11] The inner surface of each nozzle is cooled by liquid hydrogen owing
through brazed stainless steel tube wall coolant passages.
On the Space Shuttle, a support ring welded to the forward end of the nozzle was the engine attach point to the
orbiter-supplied heat shield. Thermal protection was necessary because of the exposure portions of the nozzles
experience during the launch, ascent, on-orbit and entry
phases of a mission. The insulation consisted of four layers of metallic batting covered with a metallic foil and
screening.[5]
4.1.4
Controller
each MEC originally comprised two redundant Honeywell HDC-601 computers,[12] later upgraded to a system composed of two doubly redundant Motorola 68000
(M68000) processors (for a total of 4 M68000s per
controller).[13] Having the controller installed on the engine itself greatly simplies the wiring between the engine
and the launch vehicle, because all the sensors and actuators are connected directly to only the controller, each
MEC then being connected to the orbiters General Purpose Computers (GPCs) or the SLSs avionics suite via its
own Engine Interface Unit (EIU).[14] Using a dedicated
system also simplies the software and thus improves its
reliability.
Two independent dual-CPU computers, A and B, form
the controller; giving redundancy to the system. The
failure of controller system A automatically leads to a
switch-over to controller system B without impeding operational capabilities; the subsequent failure of controller
system B would provide a graceful shutdown of the engine. Within each system (A and B), the two M68000s
operate in lock-step, thereby enabling each system to
detect failures by comparing the signal levels on the buses
of the two M68000 processors within that system. If
dierences are encountered between the two buses, then
an interrupt is generated and control turned over to the
other system. Because of subtle dierences between
M68000s from Motorola and the second source manufacturer TRW, each system uses M68000s from the same
manufacturer (for instance system A would have two Motorola CPUs while system B would have two CPUs manufactured by TRW). Memory for Block I controllers were
4.2. HISTORY
11
of the plated-wire type, which functions in a manner similar to magnetic core memory and retains data even after
power is turned o.[15] Block II controllers used conventional CMOS static RAM.[13]
The controllers were designed to be tough enough to survive the forces of launch, and proved to be extremely resilient to damage. During the investigation of the Challenger accident the two MECs (from engines 2020 and
2021), recovered from the seaoor, were delivered to
Honeywell Aerospace for examination and analysis. One
controller was broken open on one side, and both were
severely corroded and damaged by marine life. Both
units were disassembled and the memory units ushed
with deionized water. After they were dried and vacuum
baked, data from these units was retrieved for forensic
examination.[16]
The low-pressure oxygen and low-pressure fuel turbopumps were mounted 180 degrees apart on the orbiters
aft fuselage thrust structure. The lines from the lowpressure turbopumps to the high-pressure turbopumps
contain exible bellows that enable the low-pressure turbopumps to remain stationary while the rest of the engine
is gimbaled for thrust vector control, and also to prevent
damage to the pumps when loads were applied to them.
The liquid hydrogen line from the LPFTP to the HPFTP
is insulated to prevent the formation of liquid air.[5]
Main valves
In addition to fuel and oxidizer systems, the launch vehicles Main Propulsion System is also equipped with a
helium system consisting of ten storage tanks in addition to various regulators, check valves, distribution lines,
and control valves. The system is used in-ight to purge
the engine, and it provides pressure for actuating engine
valves within the propellant management system and during emergency shutdowns. During entry, on the Space
Shuttle, any remaining helium was used to purge the engines during reentry and for repressurization.[5]
History
Development
4.1.5
Gimbal
12
graded F-1 engines already being tested.[20] It was the de- and was tested on February 12, 1971, producing a chamsign for the HG-3 that would form the basis for the RS- ber pressure of 3172 psi. The three participating com25.[21]
panies submitted their engine development bids in April
Meanwhile, in 1967, the US Air Force funded a study 1971, with Rocketdyne being awarded the contract on
into advanced rocket propulsion systems for use dur- July 13, 1971although work did not begin on engine
March 31, 1972, due to a legal chaling Project Isinglass, with Rocketdyne asked to inves- development until[10][22]
lenge
from
P&W.
tigate aerospike engines and Pratt & Whitney (P&W)
to research more ecient conventional de Laval nozzle-type engines. At the conclusion of the study, P&W
put forward a proposal for a 250,000 lb engine called
the XLR-129, which used a two-position expanding nozzle to provide increased eciency over a wide range of
altitudes.[22][23]
In January 1969 NASA awarded contracts to General
Dynamics, Lockheed, McDonnell Douglas and North
American Rockwell to initiate early development of the
Space Shuttle.[24] As part of these 'Phase A' studies, the
involved companies selected an upgraded version of the
XLR-129, developing 415,000 lb , as the baseline engine
for their designs.[22] This design can be found on many of
the planned Shuttle versions right up to the nal decision.
However, NASA was interested in pushing the state of the
art in every way, they decided to select a much more advanced design in order to force an advancement of rocket
engine technology.[10][22] They called for a new design
based on a high-pressure combustion chamber running
around 3000 psi, which increases the performance of the
engine.
Development began in 1970, when NASA released a
request for proposal for 'Phase B' main engine concept
studies, requiring development of a throttleable, staged
combustion, de Laval-type engine.[10][22] The request was
based on the then-current design of the Space Shuttle
which featured two reusable stages, the orbiter and a
manned y-back booster, and required one engine which
would be able to power both vehicles via two dierent
nozzles (12 booster engines with 550,000 lb sea level
thrust each and 3 orbiter engines with 632,000 lb vacuum
thrust each).[10] Rocketdyne, P&W and Aerojet General
were selected to receive funding although, given P&Ws
already-advanced development (demonstrating a working
350,000 lb concept engine during the year) and Aerojet
Generals prior experience in developing the 1,500,000
lb M-1 engine, Rocketdyne was forced to put a large
amount of private money into the design process to allow the company to catch up to its competitors.[22]
By the time the contract was awarded, budgetary pressures meant that the shuttles design had changed to its
nal orbiter, external tank and two boosters conguration, and so the engine was only required to power the
orbiter during ascent.[10] During the year-long 'Phase
B' study period, Rocketdyne was able to make use of
their experience developing the HG-3 engine to design
their SSME proposal, producing a prototype by January 1971. The engine made use of a new Rocketdynedeveloped copper-zirconium alloy (called NARloy-Z),
Following the awarding of the contract, a Preliminary Design Review was carried out in September 1972, followed
by a Critical Design Review in September 1976 after
which the engines design was set and construction of the
rst set of ight-capable engines began. Final review of
all the Space Shuttles components, including the engines,
was conducted in 1979. The design reviews operated
in parallel with several test milestones, initial tests consisting of individual engine components which identied
shortcomings with various areas of the design, including
the HPFTP, HPOTP, valves, nozzle and fuel preburners.
The individual engine component tests were followed by
the rst test of a complete engine (0002) on March 16,
1977. NASA specied that, prior to the Shuttles rst
ight, the engines must have undergone at least 65,000
seconds of testing, a milestone that was reached on March
23, 1980, with the engine having undergone 110,253 seconds of testing by the time of STS-1 both on test stands at
Stennis Space Center and installed on the Main Propulsion Test Article (MPTA). The rst set of engines (2005,
2006 and 2007) were delivered to Kennedy Space Center in 1979 and installed on Columbia, before being removed in 1980 for further testing and reinstalled on the
orbiter. The engines, which were of the First Manned Orbital Flight (FMOF) conguration and certied for operation at 100% Rated Power Level (RPL), were operated in
a twenty-second Flight Readiness Firing on February 20,
1981, and, after inspection, declared ready for ight.[10]
4.2. HISTORY
13
Space Shuttle Atlantis's three RS-25D main engines at lifto during STS-110.
turbopump changes in an eort to improve the engines performance and reliability and so reduce the
amount of maintenance required after use. As a result, several versions of the RS-25 were used during the
program:[8][22][24][25][30][31][32][33][34]
FMOF (First Manned Orbital Flight) Certied for
100% Rated Power Level (RPL). Used for the Orbital Flight Test missions STS-1STS-5 (engines
2005, 2006 and 2007).
Phase I Used for missions STS-6STS-51-L, the
Phase I engine oered increased service life and was
certied for 104% RPL.
14
Specifying power levels over 100% may seem nonsensical, but there was a logic behind it. The 100% level
STS-93 (Columbia) At T+5 seconds, an electridoes not mean the maximum physical power level atcal short disabled one primary and one secondary
tainable, rather it was a specication decided on durcontroller on two of the three engines. In addition,
ing engine developmentthe expected rated power level.
an 0.1-inch-diameter, 1-inch-long gold-plated pin,
When later studies indicated the engine could operate
used to plug an oxidizer post orice, came loose
safely at levels above 100%, these higher levels became
inside an engines main injector and impacted the
standard. Maintaining the original relationship of power
engine nozzle inner surface, rupturing a hydrogen
level to physical thrust helps reduce confusion, as it crecooling line. The resulting three breaches in the line
ated an unvarying xed relationship so that test data (or
caused a leak resulting in a premature engine shutoperational data from past or future missions) can be easdown due to increased propellant consumption.[41]
ily compared. If the power level was increased, and that
new value was said to be 100%, then all previous data and
documentation would either require changing, or crosschecking against what physical thrust corresponded to 4.2.3 After Shuttle
100% power level on that date.[10] Engine power level affects engine reliability, with studies indicating the probability of an engine failure increasing rapidly with power
levels over 104.5%, which was why power levels above
104.5% were retained for contingency use only.[30]
Incidents
During the course of the Space Shuttle program, a total of
46 RS-25 engines were used (with one extra RS-25D being built but never used). During the 135 missions, for a
total of 405 individual engine-missions,[28] Pratt & Whitney Rocketdyne reports a 99.95% reliability rate, with the
only in-ight SSME failure occurring during Space Shuttle Challenger's STS-51-F mission.[2] The engines, how- The 6 RS-25Ds used during STS-134 and STS-135 in storage at
ever, did suer from a number of pad failures (Redundant Kennedy Space Center.
Set Launch Sequencer aborts, or RSLS) and other issues
during the course of the program:
Project Constellation
STS-41-D (Discovery) No. 3 engine caused an
RSLS shutdown at T-4 seconds due to loss of re- During the period preceding nal Space Shuttle retiredundant control on main engine valve, stack rolled ment, various plans for the remaining engines were proposed, ranging from them all being kept by NASA, to
back and engine replaced.[35]
4.2. HISTORY
15
16
17 July - 535 seconds
13 August
27 August
NASA and the Stennis Space Center are planning on
scheduling two more tests before wrapping up RS-25 testing before early September.
Following these series of tests, four more engines will en[11] Nozzle Design. March 16, 2009. Retrieved November
ter a new test cycle. [54]
23, 2011.
4.3 Notes
[1] The level of throttle was initially set to 65%, but, following review of early ight performance, this was increased
to a minimum of 67% to reduce fatigue on the MPS. The
throttle level was dynamically calculated based on initial
launch performance, generally being reduced to a level
around 70%.
4.4 References
This article incorporates public domain material from
websites or documents of the National Aeronautics and
Space Administration.
[1] Aerojet Rocketdyne, RS-25 Engine (accessed July 22,
2014)
[2] Space Shuttle Main Engine (PDF). Pratt & Whitney
Rocketdyne. 2005. Retrieved November 23, 2011.
[3] Wade, Mark. SSME. Encyclopedia Astronautica. Retrieved October 27, 2011.
[4] RS-25 Engine.
[5] Main Propulsion System (MPS)" (PDF). Shuttle Press
Kit.com. Boeing, NASA & United Space Alliance. October 6, 1998. Retrieved December 7, 2011.
[6] Chris Bergin (September 14, 2011). SLS nally
announced by NASA Forward path taking shape.
NASASpaceight.com. Retrieved December 14, 2011.
[7] NASA Relies on Copper for Shuttle Engine. Discover
Copper Online. Copper Development Association. 1992.
Retrieved January 19, 2012.
[8] Steve Roy (August 2000). Space Shuttle Main Engine
Enhancements. NASA. Retrieved December 7, 2011.
[15] RM Mattox & JB White (November 1981). Space Shuttle Main Engine Controller (PDF). NASA. Retrieved December 15, 2011.
[16] The Cause of the Accident. Report of the Presidential Commission on the Space Shuttle Challenger Accident.
NASA. June 6, 1986. Retrieved December 8, 2011.
[17] Jim Dumoulin (August 31, 2000). Main Propulsion System. NASA. Retrieved January 16, 2012.
[18] Space Shuttle Main Engine Orientation (PDF). Boeing/Rocketdyne. June 1998. Retrieved December 12,
2011.
[19] Mark Wade. HG-3. Encyclopedia Astronautica. Retrieved December 13, 2011.
[20] F-LA TASK ASSIGNMENT PROGRAM nal Report,
(Rocketdyne)
[21] MSFC Propulsion Center of Excellence is Built on Solid
Foundation. NASA. 1995. Retrieved December 13,
2011.
[22] David Baker (April 2011). NASA Space Shuttle. Owners Workshop Manuals. Haynes Publishing. ISBN 9781-84425-866-6.
[23] Dwayne Day (April 12, 2010). A bat outta Hell: the
ISINGLASS Mach 22 follow-on to OXCART. The
Space Review. Retrieved January 8, 2012.
[24] Fred H. Jue. Space Shuttle Main Engine: 30 Years of Innovation (PDF). Boeing. Retrieved November 27, 2011.
[25] Wayne Hale & various (January 17, 2012). An SSMErelated request. NASASpaceight.com. Retrieved January 17, 2012.
[26] Countdown 101. NASA. September 17, 2009. Retrieved January 8, 2012.
[27] John Shannon (June 17, 2009). Shuttle-Derived Heavy
Lift Launch Vehicle (PDF).
17
[49] Chris Bergin (January 13, 2012). SSME family prepare for SLS core stage role following Shuttle success.
NASASpaceight.com. Retrieved January 16, 2012.
[50] Carreau, Mark (March 29, 2011). NASA Will Retain
Block II SSMEs. Aviation Week. Retrieved March 30,
2011.
[51] Chris Bergin (January 22, 2012). Engineers begin removing orbiter MPS components for donation to SLS.
NASASpaceight.com. Retrieved January 23, 2012.
[52] Chris Bergin (September 20, 2011). PRCB managers
recommend Atlantis and Endeavour become SLS donors.
NASASpaceight.com. Retrieved December 14, 2011.
[53] P. McConnaughey et al. (February 2011). NASA
Technology Area 1: Launch Propulsion Systems (PDF).
NASA. Retrieved January 23, 2012.
[54] http://www.nasa.gov/exploration/
systems/sls/multimedia/
pedal-to-the-metal-rs-25-engine-revs-up-again.html
[55] RS-25 Engine Fires Up for Third Test in Series, Kim
Henry, Marshall Space Flight Center, in SpaceDaily.com,
17 June 2015, accessed 18 June 2015
[36] Jim Dumoulin (June 29, 2001). 51-F. NASA. Retrieved January 16, 2012.
[37] Ben Evans (2007). Space Shuttle Challenger: Ten Journeys into the Unknown. Warwickshire, United Kingdom:
Springer-Praxis. ISBN 978-0-387-46355-1.
[38] Jim Dumoulin (June 29, 2001). STS-55. NASA. Retrieved January 16, 2012.
[39] Jim Dumoulin (June 29, 2001). STS-51. NASA. Retrieved January 16, 2012.
[40] Jim Dumoulin (June 29, 2001). STS-68. NASA. Retrieved January 16, 2012.
[41] Ben Evans (August 30, 2005). Space Shuttle Columbia:
Her Missions and Crews. Springer Praxis. ISBN 978-0387-21517-4.
[42] Dunn, Marcia (January 15, 2010). Recession Special:
NASA Cuts Space Shuttle Price. ABC News. Archived
from the original on January 18, 2010.
[43] D Harris & C Bergin (December 26, 2008). Return
to SSME Ares V undergoes evaluation into potential
switch. NASASpaceight.com. Retrieved December
15, 2011.
[44] Obama signs Nasa up to new future. BBC News. October 11, 2010.
[45] Lyons 1992, p. 19.
[46] Federation of American Scientists 1996.
[47] NASA Announces Design For New Deep Space Exploration System. NASA. Retrieved December 14, 2011.
[48] Chris Bergin (October 4, 2011). SLS trades lean towards
opening with four RS-25s on the core stage. NASASpaceight.com. Retrieved December 14, 2011.
Chapter 5
Rocketdyne J-2
The J-2 was a liquid-fuel cryogenic rocket engine used on
NASA's Saturn IB and Saturn V launch vehicles. Built in
the U.S. by Rocketdyne, the J-2 burned cryogenic liquid
hydrogen (LH2) and liquid oxygen (LOX) propellants,
with each engine producing 1,033.1 kN (232,250 lb ) of
thrust in vacuum. The engines preliminary design dates
back to recommendations of the 1959 Silverstein Committee. Rocketdyne won approval to develop the J-2 in
June 1960 and the rst ight, AS-201, occurred on 26
February 1966. The J-2 underwent several minor upgrades over its operational history to improve the engines
performance, with two major upgrade programs, the de
Laval nozzle-type J-2S and aerospike-type J-2T, which
were cancelled after the conclusion of the Apollo pro- A diagram showing the ow of propellant through a J-2 engine
gram.
The engine produced a specic impulse (I ) of 421 seconds (4.13 km/s) in a vacuum (or 200 seconds (2.0 km/s)
at sea level) and had a mass of approximately 1,788 kilograms (3,942 lb). Five J-2 engines were used on the Saturn Vs S-II second stage, and one J-2 was used on the
S-IVB upper stage used on both the Saturn IB and Saturn
V. Proposals also existed to use various numbers of J-2
engines in the upper stages of an even larger rocket, the
planned Nova. The J-2 was Americas largest production
LH2-fuelled rocket engine before the RS-25 Space Shuttle Main Engine. A modernized version of the engine,
the J-2X, is intended for use on the Earth Departure Stage
of NASAs Space Shuttle replacement, the Space Launch
System.
Unlike most liquid-fuelled rocket engines in service at the
time, the J-2 was designed to be restarted once after shutdown when own on the Saturn V S-IVB third stage. The
rst burn, lasting about two minutes, placed the Apollo
spacecraft into a low Earth parking orbit. After the crew
veried that the spacecraft was operating nominally, the
J-2 was re-ignited for translunar injection, a 6.5 minute
burn which accelerated the vehicle to a course for the
Moon.
5.1 Components
5.1.1 Combustion chamber and gimbal
system
The J-2s combustion chamber assembly served as the engines central mounting point, and was composed of the
combustion chamber body, injector and dome assembly,
augmented spark igniter and gimbal bearing assembly.[2]
The thrust chamber was constructed of 0.30 millimetres
(0.012 in) thick stainless steel tubes, stacked longitudinally and furnace-brazed to form a single unit. The chamber was bell-shaped with a 27.5:1 expansion area ratio
for ecient operation at altitude, and was regeneratively
cooled by the fuel. Fuel entered from a manifold, located midway between the thrust chamber throat and the
exit, at a pressure of more than 6,900 kPa (1,000 psi).
In cooling the chamber, the fuel made a one-half pass
downward through 180 tubes and was returned in a full
pass up to the thrust chamber injector through 360 tubes.
Once propellants passed through the injector, they were
ignited by the augmented spark igniter and burned to impart a high velocity to the expelled combustion gases to
produce thrust.[2]
The thrust chamber injector received the propellants under pressure from the turbopumps, then mixed them in a
manner that produced the most ecient combustion. 614
hollow oxidizer posts were machined to form an integral
18
5.1. COMPONENTS
part of the injector, with fuel nozzles (each swaged to the
face of the injector) threaded through and installed over
the oxidizer posts in concentric rings. The injector face
was porous, being formed from layers of stainless steel
wire mesh, and was welded at its periphery to the injector
body. The injector received LOX through the dome manifold and injected it through the oxidizer posts into the
combustion area of the thrust chamber, while fuel was received from the upper fuel manifold in the thrust chamber
and injected through the fuel orices which were concentric with the oxidizer orices. The propellants were injected uniformly to ensure satisfactory combustion. The
injector and oxidizer dome assembly was located at the
top of the thrust chamber. The dome provided a manifold for the distribution of the LOX to the injector and
served as a mount for the gimbal bearing and the augmented spark igniter.[2]
The augmented spark igniter (ASI) was mounted to the
injector face and provided the ame to ignite the propellants in the combustion chamber. When engine start
was initiated, the spark exciters energized two spark plugs
mounted in the side of the combustion chamber. Simultaneously, the control system started the initial ow of
oxidizer and fuel to the spark igniter. As the oxidizer
and fuel entered the combustion chamber of the ASI, they
mixed and were ignited, with proper ignition being monitored by an ignition monitor mounted in the ASI. The ASI
operated continuously during entire engine ring, was uncooled, and was capable of multiple reignitions under all
environmental conditions.[2]
Thrust was transmitted through the gimbal (mounted to
the injector and oxidizer dome assembly and the vehicles thrust structure), which consisted of a compact,
highly loaded (140,000 kPa) universal joint consisting of
a spherical, socket-type bearing. This was covered with a
Teon/berglass coating that provided a dry, low-friction
bearing surface. The gimbal included a lateral adjustment
device for aligning the combustion chamber with the vehicle, so that, in addition to transmitting the thrust from
the injector assembly to the vehicle thrust structure, the
gimbal also provided a pivot bearing for deection of the
thrust vector, thus providing ight attitude control of the
vehicle.[2]
5.1.2
19
Fuel turbopump
The fuel turbopump, mounted on the thrust chamber, was
a turbine-driven, axial ow pumping unit consisting of an
inducer, a seven-stage rotor, and a stator assembly. It was
a high-speed pump operating at 27,000 rpm, and was designed to increase hydrogen pressure from 210 to 8,450
kPa (30 to 1,225 psi) (absolute) through high-pressure
ducting at a owrate which develops 5,800 kW (7,800
bhp). Power for operating the turbopump was provided
by a high-speed, two-stage turbine. Hot gas from the gas
generator was routed to the turbine inlet manifold which
distributed the gas to the inlet nozzles where it was expanded and directed at a high velocity into the rst stage
turbine wheel. After passing through the rst stage turbine wheel, the gas was redirected through a ring of stator
blades and enters the second stage turbine wheel. The gas
left the turbine through the exhaust ducting. Three dynamic seals in series prevented the pump uid and turbine
gas from mixing. Power from the turbine was transmitted
to the pump by means of a one-piece shaft.[2]
Oxidizer turbopump
The oxidizer turbopump was mounted on the thrust
chamber diametrically opposite the fuel turbopump. It
was a single-stage centrifugal pump with direct turbine
drive. The oxidizer turbopump increases the pressure of
the LOX and pumps it through high-pressure ducts to the
thrust chamber. The pump operated at 8,600 rpm at a discharge pressure of 7,400 kPa (1,080 psi) (absolute) and
developed 1,600 kW (2,200 bhp). The pump and its two
turbine wheels are mounted on a common shaft. Power
for operating the oxidizer turbopump was provided by a
high-speed, two-stage turbine which was driven by the exhaust gases from the gas generator. The turbines of the
oxidizer and fuel turbopumps were connected in a series
by exhaust ducting that directed the discharged exhaust
gas from the fuel turbopump turbine to the inlet of the
oxidizer turbopump turbine manifold. One static and two
dynamic seals in series prevented the turbopump oxidizer
uid and turbine gas from mixing.[2]
Beginning the turbopump operation, hot gas entered the
nozzles and, in turn, the rst stage turbine wheel. After passing through the rst stage turbine wheel, the gas
was redirected by the stator blades and entered the second
stage turbine wheel. The gas then left the turbine through
exhaust ducting, passed through the heat exchanger, and
exhausted into the thrust chamber through a manifold directly above the fuel inlet manifold. Power from the turbine was transmitted by means of a one-piece shaft to the
pump. The velocity of the LOX was increased through
the inducer and impeller. As the LOX entered the outlet
volute, velocity was converted to pressure and the LOX
was discharged into the outlet duct at high pressure.[2]
20
Fuel and oxidizer owmeters
The fuel and oxidizer owmeters were helical-vaned,
rotor-type owmeters. They were located in the fuel
and oxidizer high-pressure ducts. The owmeters measured propellant owrates in the high-pressure propellant
ducts. The four-vane rotor in the hydrogen system produced four electrical impulses per revolution and turned
approximately 3,700 rpm at nominal ow. The six-vane
rotor in the LOX system produced six electrical impulses
per revolution and turned at approximately 2,600 rpm at
nominal ow.[2]
Valves
The propellant feed system required a number of valves to
control the operation of the engine by changing the ow
of propellant through the engines components:[2]
The main fuel valve was a buttery-type valve,
spring-loaded to the closed position, pneumatically
operated to the open position, and pneumatically assisted to the closed position. It was mounted between the fuel high-pressure duct from the fuel turbopump and the fuel inlet manifold of the thrust
chamber assembly. The main fuel valve controlled
the ow of fuel to the thrust chamber. Pressure
from the ignition stage control valve on the pneumatic control package opened the valve during engine start and, as the gate started to open, it allowed
fuel to ow to the fuel inlet manifold.[2]
The main oxidizer valve (MOV) was a buttery-type
valve, spring-loaded to the closed position, pneumatically operated to the open position, and pneumatically assisted to the closed position. It was
mounted between the oxidizer high-pressure duct
from the oxidizer turbopump and the oxidizer inlet
on the thrust chamber assembly. Pneumatic pressure from the normally closed port of the mainstage control solenoid valve was routed to both the
rst and second stage opening actuators of the main
oxidizer valve. Application of opening pressure
in this manner, together with controlled venting of
the main oxidizer valve closing pressure through a
thermal-compensating orice, provided a controlled
ramp opening of the main oxidizer valve through
all temperature ranges. A sequence valve, located
within the MOV assembly, supplied pneumatic pressure to the opening control part of the gas generator
control valve and through an orice to the closing
part of the oxidizer turbine bypass valve.[2]
The propellant utilization (PU) valve was an electrically operated, two-phase, motor-driven, oxidizer
transfer valve and is located at the oxidizer turbopump outlet volute. The propellant utilization valve
ensured the simultaneous exhaustion of the contents
5.1. COMPONENTS
and oxidizer turbines and consisted of a combustor containing two spark plugs, a control valve containing fuel
and oxidizer ports, and an injector assembly. When engine start was initiated, the spark exciters in the electrical
control package were energized, providing energy to the
spark plugs in the gas generator combustor. Propellants
owed through the control valve to the injector assembly
and into the combustor outlet, before being directed to
the fuel turbine and then to the oxidizer turbine.[2]
Valves
21
maintaining vehicle oxidizer tank pressurization. During
engine operation, either LOX was tapped o the oxidizer
high-pressure duct or helium was provided from the vehicle stage and routed to the heat exchanger coils.[2]
Control system
22
Start sequence
After an interval of 0.450 seconds, the start tank discharge valve was closed and a mainstage control solenoid To provide third stage restart capability for the Saturn
V, the J-2 gaseous hydrogen start tank was relled in 60
was actuated to:[2]
seconds during the previous ring after the engine had
reached steady-state operation (rell of the gaseous he1. Turn o gas generator and thrust chamber helium
lium tank was not required because the original groundpurges
ll supply was sucient for three starts). Prior to engine
2. Open the gas generator control valve (hot gases from restart, the stage ullage rockets were red to settle the
propellants in the stage propellant tanks, ensuring a liqthe gas generator now drive the pump turbines)
uid head to the turbopump inlets. In addition, the engine
3. Open the main oxidizer valve to the rst position (14 propellant bleed valves were opened, the stage recirculadegrees) allowing LOX to ow to the LOX dome to tion valve was opened, the stage prevalve was closed, and
burn with the fuel that has been circulating through a LOX and LH2 circulation was eected through the engine bleed system for ve minutes to condition the engine
the injector
to the proper temperature to ensure proper engine opera4. Close the oxidizer turbine bypass valve (a portion of tion. Engine restart was initiated after the engine ready
the gases for driving the oxidizer turbopump were signal was received from the stage. This was similar to
bypassed during the ignition phase)
the initial engine ready. The hold time between cuto
5.3. HISTORY
and restart was from a minimum of 1.5 hours to a maximum of 6 hours, depending upon the number of earth
orbits required to attain the lunar window for translunar
trajectory.[2]
5.3 History
5.3.1
Development
23
ber 1962. In addition to ight hardware, ve engine simulators were also used during the development process,
assisting in the design of the engines electrical and mechanical systems. Contracts were signed between NASA
and Rocketdyne in the summer of 1962, requiring 55 J2 engines to be produced to support the nal designs for
the Saturn rockets, which required 5 engines for each S-II
second stage of the Saturn V and 1 engine for each S-IVB
Saturn IB and Saturn V stage.[4]
24
burner. In addition to removing parts from the engine, it tronics, a centrifugal turbo pump versus the axial turbo
also reduced the diculty of starting up the engine and pump of the J-2, a dierent chamber and nozzle expanproperly timing various combustors.[5]
sion ratios, a channel-walled combustion chamber verAdditional changes included a throttling system for wider sus the tube-welded chamber of the J-2, a redesign of all
and the use of 21stmission exibility, which also required a variable mixture the electronics, supersonic injection
[9][10]
century
joining
techniques.
system to properly mix the fuel and oxygen for a variety
of dierent operating pressures. It also included a new
Idle Mode that produced little thrust for on-orbit maneuvering or to settle the fuel tanks on-orbit prior to a
burn.
During the experimental program, Rocketdyne also produced a small run of six pre-production models for testing, the J-2S. These were test red many times between
1965 and 1972, for a total of 30,858 seconds burn time.
In 1972 it became clear no follow-on orders for Saturn boosters were coming, and the program shut down.
NASA did consider using the J-2S on a number of different missions, including powering the Space Shuttle in
a number of early designs.[6]
J-2T
5.4 Specications
J-2X
5.6. REFERENCES
25
Chapter 6
RL10
The RL10 is a liquid-fuel cryogenic rocket engine used
on the Centaur, S-IV and DCSS upper stages. Built in
the United States by Aerojet Rocketdyne (formerly by
Pratt & Whitney Rocketdyne), the RL10 burns cryogenic
liquid hydrogen and liquid oxygen propellants, with each
engine producing 64.7 to 110 kN (14,54524,729 lb ) of
thrust in vacuum depending on the version in use. The
RL10 was the rst liquid hydrogen rocket engine to be
built in the United States, and development of the engine
by Marshall Space Flight Center and Pratt & Whitney began in the 1950s, with the rst ight occurring in 1961.
Several versions of the engine have been own, with two,
the RL10A-4-2 and the RL10B-2, still being produced
and own on the Atlas V and Delta IV.
The engine produces a specic impulse (I ) of 373 to 470
s (3.664.61 km/s) in a vacuum and has a mass ranging
from 131 to 317 kg (289699 lb) (depending on version).
Six RL10A-3 engines were used in the S-IV second stage
of the Saturn I rocket, one or two RL10 engines are used
in the Centaur upper stages of Atlas and Titan rockets
and one RL10B-2 is used in the upper stage of Delta IV
rockets.
6.1 History
The RL10 was rst tested on the ground in 1959, at Pratt
and Whitney's Florida Research and Development Center
in West Palm Beach, Florida.[2] It was rst own in 1962
in an unsuccessful suborbital test;[3] the rst successful
ight took place on November 27, 1963.[4][5] For that
launch, two RL10A-3 engines powered the Centaur upper stage of an Atlas launch vehicle. The launch was used
to conduct a heavily instrumented performance and structural integrity test of the vehicle.[6] The RL-10 was designed for the USAF from the beginning as a throttleable
motor for the Lunex lunar lander, nally putting this capability to use twenty years later in the DC-X VTOL
vehicle.[7]
6.3. VARIANTS
27
associated with its manufacture, says Dale Thomas, associate director of technical issues at NASA Marshall.
Thats what this study will gure out, is it worthwhile to
build an RL10 replacement?"
USAF hopes to replace the Rocketdyne RL10 engines
used on the upper stage of both the Lockheed Martin Atlas V and the Boeing Delta IV, known as evolved expendable launch vehicles (EELV) that are the primary method
of putting US satellites into space. While NASA frequently uses EELVs to launch large scientic payloads,
the programmes administration is largely run through
other channels.[15]
6.3 Variants
6.4 Specications
6.4.1 Original RL10
Thrust (altitude): 15,000 lbf (66.7 kN)[17]
Burn Time: 470 s[17]
Design: Expander cycle
The CECE at partial throttle.
Height: 68 in (1.73 m)
Diameter: 39 in (0.99 m)
As of 2009, an enhanced version of the RL10 rocket
engine was proposed to power the upper-stage versions
Nozzle expansion ratio: 40 to 1
of the Advanced Common Evolved Stage (ACES), a
Propellants: Liquid Oxygen & Liquid Hydrogen
long-duration, low-boilo extension of existing ULA
Centaur and Delta Cryogenic Second Stage (DCSS)
Propellant ow: 35 lb/s (16 kg/s)
technology.[13] Long-duration ACES technology is explicitly designed to support geosynchronous, cislunar,
Contractor: Pratt & Whitney
and interplanetary missions as well as provide in-space
Vehicle application: Saturn I / S-IV 2nd stage - 6propellant depots in LEO or at L2 that could be used as
engines
way-stations for other rockets to stop and refuel on the
way to beyond-LEO or interplanetary missions. Addi Vehicle application: Centaur upper stage - 2-engines
tional missions could include the provision of the highenergy technical capacity for the cleanup of space debris.[14]
6.4.2 Current design
RL10B-2 Specications
NextGen Propulsion Study
NASA is partnering with the US Air Force (USAF) to
study next-generation upper stage propulsion, formalizing
the agencies joint interests in a new upper stage engine to
replace the venerable Aerojet Rocketdyne RL10.
We know the list price on an RL10. If you look at cost
over time, a very large portion of the unit cost of the
EELVs is attributable to the propulsion systems, and the
RL10 is a very old engine, and theres a lot of craftwork
28
CHAPTER 6. RL10
6.7 References
Notes
[1] Mark Wade (17 November 2011). RL-10B-2. Encyclopedia Astronautica. Retrieved 27 February 2012.
[2] Connors, p 319
[3] Centaur. Gunters Space Pages.
Bibliography
Connors, Jack (2010). The Engines of Pratt &
Whitney: A Technical History. Reston. Virginia:
American Institute of Aeronautics and Astronautics.
ISBN 978-1-60086-711-8.
29
Chapter 7
RS-68
The Aerojet Rocketdyne (formerly Rocketdyne and later
Pratt & Whitney Rocketdyne) RS-68 (Rocket System 68)
is a liquid-fuel rocket engine that uses liquid hydrogen
(LH2) and liquid oxygen (LOX) as propellants in a gasgenerator power cycle. It is the largest hydrogen-fueled
rocket engine.[3]
Its development started in the 1990s with the goal of producing a simpler, less-costly, heavy-lift engine for the
Delta IV launch system. Two versions of the engine have
been produced: the original RS-68 and the improved
RS-68A. A third version, the RS-68B, was planned for
NASA's Ares V rocket that was later canceled.
ame of pure hydrogen burning. The combustion chamber burns liquid hydrogen and liquid oxygen at 1,486
lbf/in2 (10.25 MPa) at 102% power with a 1:6 engine
mixture ratio.
The RS-68 was developed at Rocketdyne Propulsion and
Power, located in Canoga Park, Los Angeles, California, where the SSME is manufactured. It was designed
to power the Delta IV Evolved Expendable Launch Vehicle (EELV). The initial development engines were assembled at the nearby Santa Susana Field Laboratory where
the Saturn V F-1 engines were developed and tested for
the Apollo missions to the Moon. The RS-68 had initial
testing done at Air Force Research Lab, Edwards AFB
and later at NASAs Stennis Space Center. The rst successful test ring at AFRL was completed on September
11, 1998. The RS-68 was certied for use on Delta IV in
December 2001.[6] The rst successful launch using the
new engine and launch vehicle occurred on November 20,
2002.
The RS-68 is part of the Common Booster Core (CBC)
used to create the ve variants of the Delta IV family of
launch vehicles. The largest of the launch vehicles includes three CBCs mounted together for the Heavy.
At a maximum 102% thrust, the engine produces
758,000 pounds-force (3,370 kN) in a vacuum and
663,000 pounds-force (2,950 kN) at sea level. The engines mass is 14,560 pounds (6,600 kg) at 96 inches (2.4
m). With this thrust, the engine has a thrust-to-weight ratio of 51.2, and a specic impulse of 410 s (4.0 km/s) in
a vacuum and 365 s (3.58 km/s) at sea level.[7] The RS68 is gimbaled hydraulically and is capable of throttling
between 58% and 101% thrust.[8]
The RS-68A is an updated version of the RS-68, with
changes to provide increased specic impulse and thrust
(to over 700,000 pounds-force (3,100 kN) at sea level).[9]
The rst launch used three RS-68A engines mounted in a
Delta IV Heavy. This rst launch occurred June 29, 2012
from the Cape Canaveral Air Force Station.[10]
30
7.4. REFERENCES
NASA chose the RS-68 because of its lower cost, about
$20 million per engine after NASA upgrades. The modications to the RS-68 for the Ares V included a dierent
ablative nozzle to accommodate a longer burn, a shorter
start sequence, hardware changes to limit free hydrogen at
ignition, and changes to reduce helium use during countdown and ight. Thrust and specic impulse increases
would occur under a separate upgrade program for Delta
IV.[11] Later the Ares V was changed to use six RS-68 engines, designated RS-68B.[12] Ares V was canceled along
with Project Constellation; NASAs successor heavy-lift
vehicle, the Space Launch System, uses Space Shuttle
Main Engines (SSMEs).
The DIRECT alternative launch project included two or
three RS-68 engines in version 2.0 of the teams proposal, but switched to the SSME for version 3.0.
7.1.2
Human-rating
7.2 Variants
RS-68 is the initial engine version. It produces
663,000 pounds-force (2,950 kN) thrust at sea
level.[16]
RS-68A is an improved engine version. It produces 705,000 lbf (3,140 kN) thrust at sea level and
800,000 lbf (3,560 kN) thrust in vacuum.[17] Vacuum specic impulse is 414 seconds (4.06 km/s).
Certication testing was completed in November
2010. First ight was on a Delta IV Heavy launching
NROL-15 on June 29, 2012.
RS-68B was a proposed upgrade to be used in the
Ares V launch vehicle for NASA's Constellation
program.[12] The Ares V was to use six RS-68B
engines on a 10-meter core stage, along with two
5.5-segment solid rocket boosters. It was later
determined that the ablative nozzle of the RS-68
was poorly suited to this multi-engine environment,
causing reduced engine eciency and extreme heating at the base of the vehicle.[18]
31
SSME
TR-106
RS-83
RS-84
J-2 (rocket engine)
7.4 References
[1] Delta IV Users Guide (PDF). ULA. Retrieved June
2013.
[2] DELTA IV. ULA. Retrieved July 2014.
[3] ATK Propulsion and Composite Technologies Help
Launch National Reconnaissance Oce Satellite (Press
release). Alliant Techsystems. January 19, 2009.
[4] AIAA 2002-4324, Propulsion for the 21st CenturyRS68. AIAA, July 810, 2002.
[5] The RS-68 produces 3370 kN of thrust and has a mass
of 6,600 kg (T/W = 52) at a vacuum ISP of 410. The
SSME produces 2,279 kN of thrust with a mass of 3,500
kg (T/W=66) at a vacuum ISP of 452.
[6] Rocketdyne RS-68 Engine Certied for Boeing Delta
IV (Press release). Boeing. Dec 19, 2001.
[7] RS-68. Academic.ru
[8] Boeing white paper on RS-68 development
[9] United Launch Alliance First RS-68A Hot-Fire Engine
Test a Success (Press release). United Launch Alliance.
2008-09-25. Retrieved 2008-09-30. Currently, the RS68 engine can deliver more than 660,000 pounds of sea
level thrust and the upgraded RS-68A will increase this to
more than 700,000 pounds. The RS-68A also improves
on the specic impulse, or fuel eciency, of the RS-68.
[10] United Launch Alliance Upgraded Delta IV Heavy
rocket successfully Launches Second Payload in Nine
Days for the National Reconnaissance Oce (Press release). United Launch Alliance. 2012-06-29.
[11] NASAs Exploration Systems Progress Report (Press
release). NASA. 2006-05-18. Retrieved 2006-05-30.
[12] Overview: Ares V Cargo Launch Vehicle. NASA.
Archived from the original on Sep 26, 2008. Retrieved
30 September 2008.
[13] United Launch Alliance First RS-68A Hot-Fire Engine
Test a Success. NASAspaceight.com forum. 2008-0927.
[14] Frequently Asked Questions, question 3.
ESMD.
NASA
32
CHAPTER 7. RS-68
Chapter 8
RS-83
The RS-83 was a rocket engine design for a reusable
liquid hydrogen/liquid oxygen rocket larger and more
powerful than any other. The RS-83 was designed to last
100 missions, and was intended for use on the rst stage
of a two-stage-to-orbit reusable launch vehicle.[1]
8.3 References
8.1 Development
[2] Boeing Rocketdyne Chooses Design for NextGeneration Reusable Rocket Engine (Press release).
Boeing Rocketdyne. January 28, 2002.
The engine was designed to use many new technologies including ones developed for the Space Shuttle
Main Engine (SSME). Technologies include channel wall
regenerative nozzles, hydrostatic bearings, and turbine
damping.[2]
Chapter 9
Vulcain
For other uses of Vulcain, see Vulcain (disambiguation).
Vulcain is a family of European rst stage rocket engines for the Ariane 5. Its development began in 1988
and the rst ight was completed in 1996. The updated
version of the engine Vulcain 2 was rst successfully
own in 2005. Both members of the family use liquid
oxygen/liquid hydrogen cryogenic fuel. As of 2012 no
new version of the engine is in development.
9.1 History
The development of Vulcain, assured by a European
collaboration, began in 1988 with the Ariane 5 rocket
program.[8] It rst ew in 1996 powering the ill-fated
ight 501 without being the cause of the disaster, and had
its rst successful ight in 1997 (ight 502). In 2002 the
upgraded Vulcain 2 with 20% more thrust[9] rst ew on
ight 517, although a problem with the engine turned the
ight into a failure.[10] The cause was due to ight loads
being much higher than expected, as the inquiry board
concluded.[11] Subsequently the nozzle was redesigned to
include mechanical reinforcement of the structure and
improvement of the thermal situation of the tube wall
through enhancing hydrogen coolant ow as well as applying a thermal barrier coating to the ame-facing side
of the coolant tubes.[11] The rst successful ight of the
(partially redesigned) Vulcain 2 occurred in 2005 on ight
521.[10]
9.1.1
9.2 Overview
The Vulcain engines are gas-generator cycle cryogenic
rocket engines fed with liquid oxygen and liquid hydrogen. They feature regenerative cooling through a tube
wall design, and the Vulcain 2 introduced a particular
lm cooling for the lower part of the nozzle, where exhaust gas from the turbine is re-injected in the engine
[11]
They power the rst stage of the Ariane 5 launcher,
the EPC (tage Principal Cryotechnique, main cryogenic
stage) and provide 8% of the total lift-o thrust[16] (the
rest being provided by the two solid rocket boosters). The
engine operating time is 600 s in both congurations.[17]
3 m tall and 1.76 m in diameter, the engine weighs 1686
kg and provides 137 t of thrust in its latest version.[18] The
oxygen turbopump rotates at 13600 rpm with a power of
3 MW while the hydrogen turbopump rotates at 34000
rpm with 12 MW of power. The total mass ow rate is
235 kg/s, of which 41.2 kg/s are of hydrogen.
9.3 Contractors
The main contractor for the Vulcain engines is Snecma
Moteurs (France), which also provides the liquid hydrogen turbopump. The liquid oxygen turbopump is responsibility of Avio (Italy), and the gas turbines that power
the turbopumps and the nozzle are developed by GKN
(Formerly Volvo) (Sweden).[16]
Future development
RS-68
J-2X
35
SSME
RD-0120
SPACEandTECH. Retrieved
Ariane 5 ECA and Snecma Snecma Moteurs: Vulcain 2 engine proves its mettle
LH2 Turbine (Vulcain and Vulcain 2 engines) PDF
Volvo Aero
LOX Turbine (Vulcain and Vulcain 2 engines) PDF
Volvo Aero
Development of the turbines for the Vulcain 2 turbopumps PDF Volvo Aero
High cycle fatigue of Vulcain 2 LOx turbine blades
PDF Volvo Aero
An ecient concept design process PDF Volvo
Aero
Vulcain 2 nozzle PDF Volvo Aero
Chapter 10
HM7B
The HM7B is a European cryogenic upper stage rocket 10.3.1 Comparable engines
engine used in Ariane rocket family.[2] It will be replaced
RL-10
by Vinci as an upper-stage engine for Ariane 5.[3] Nearly
300 engines have been produced to date.[2]
Vinci
10.1 History
10.4 References
10.2 Overview
The HM7B is a regeneratively cooled gas generator rocket
engine fed with liquid oxygen and liquid hydrogen. It has
no restart capability: the engine is continuously red for
950 seconds in its Ariane 5 version (780 s in the Ariane
4). It provides 62.7 kN of thrust with a specic impulse
of 444.2 s. The engines chamber pressure is 3.5 MPa.[1]
[1] Airbus Air and Defence. HM-7 and HM-7B Rocket Engine - Thrust Chamber. Retrieved 10 August 2014.
[2] Snecma S.A. HM7B - Snecma. Archived from the original on 2013-04-19. Retrieved 10 August 2014.
[3] Safran Group (December 2012). Safran: Shooting for
the StarS (PDF). Retrieved 10 August 2014.
Chapter 11
11.1 Overview
Vinci is an expander cycle rocket engine fed with liquid
hydrogen and liquid oxygen. Its biggest improvement
from its predecessor, the HM7B (which powers the ESCA), is the capability of restarting up to ve times. It is
also the rst European expander cycle engine, removing
the need for a gas generator to drive the fuel and oxidizer
pumps. The engine features a carbon ceramic extendable
nozzle in order to have a large, 2.15 m diameter nozzle extension with minimum length: the retracted nozzle part is
deployed only after the upper stage separates from the rest
of the rocket; after extension, the engines overall length
increases from 2.3 m to 4.2 m.
RL60
HM7B
11.2 Development
Although the ESC-B development was put on hold in
2003, the Vinci project has not been cancelled: at a lower
pace, the engine is still being developed. On 22 December 2006, Snecma announced a new ESA contract for
Vinci rocket engine long-duration and re-ignition testing.
In late April 2010 the German Aerospace Center DLR
announced the start of a six-month test campaign for the
Vinci engine at its Lampoldshausen facility.[1] The rst
successful test ring of this campaign took place on 27
May 2010. The rst ight test of the Vinci engine is not
expected until 2016 or 2017.[2]
In 2014, NASA entertained the idea of using the Vinci
instead of the RL10 for an upper stage of Space Launch
System. The Vinci oers the same specic impulse but
with 64% greater thrust, which would allow for a reduction of one or two of the four second stage engines for the
same performance for a lower cost.[3][4]
37
[4] http://seradata.com/SSI/2014/11/
next-steps-for-sls-europes-vinci-is-a-contender-for-exploration-upper-stage
38
Chapter 12
RD-0120
The Soviet RD-0120 (also designated 11D122) was the
Energia Core rocket engine, fueled by LH2/LOX, roughly
equivalent to the Space Shuttle Main Engine (SSME).
These were attached to the Energia Core rather than the
orbiter, so were not recoverable after a ight, but created
a more modular design (the Energia Core could be used
for a variety of missions besides launching the shuttle).
Baselined from the more mature American hydrogen
oxygen engine technology, but considerably modied
with Russian innovations and methods, the RD-0120 and
the SSME have both similarities and dierences. The
RD-0120 achieved nearly identical specic impulse and
combustion chamber pressure with reduced complexity
and cost, as compared to the SSME, primarily at the expense of lower thrust-to-weight ratio. It uses fuel-rich
staged combustion cycle and a single shaft to drive both
the fuel and oxidizer turbopumps. Some of the Russian
design features, such as the simpler and cheaper channel
wall nozzles, were evaluated by Rocketdyne for possible
upgrades to the SSME. It achieved combustion stability
without the acoustic resonance chambers that the SSME
required.
12.3 References
Hendrickx, Bart; Bert, Vis (2007). Energiya-Buran:
The Soviet Space Shuttle. Chichester, UK: Praxis
Publishing Ltd. ISBN 978-0-387-69848-9.
[1] RD-0120. Encyclopedia Astronautica. Retrieved 201507-15.
[2] " 0120 (11122)" [RD-0120 (11D122)] (in
Russian). Retrieved 2015-07-07.
[3] Liquid Rocket Engine. Voronezh Mechanical Plant.
Retrieved 2015-05-29.
12.1 Specications
12.1.1
RD-0120
Chapter 13
RD-0146
The RD-0146 is a Russian cryogenic rocket engine. It
is said to be the Russian version of the Pratt & Whitney
Rocketdyne RL10 engine.[1] The RD-0146 engine was
developed by KBKhA design bureau in Voronezh, Russia,
in cooperation with the American Pratt & Whitney Rocketdyne company. In 2009, it came into prominence, as
Russian space agency chose it for the second-stage of the
Rus-M launch vehicle designed to carry the future Russian PPTS manned spacecraft.[2]
13.1 Development
In 1999, Khrunichev requested KBKhA to develop RD0146U version of the engine for Proton and Angara rockets. The development of the engine was partially nanced by Pratt & Whitney Rocketdyne. Pratt & Whitney signed a preliminary marketing agreement on April 7,
2000 with Russias Chemical Automatics Design Bureau
giving Pratt & Whitney exclusive international marketing
rights to the RD-0146.[2]
13.2 Description
The RD-0146 is the rst Russian rocket engine not to feature a gas generator and to be equipped with extendable
nozzle extension without a cooling system. The engine
is capable of multiple rings and thrust control in two
planes. According to the developer, the lack of generator
ensures high reliability of the engine for multiple rings.
13.4 References
[1] http://www.astronautix.com/engines/rd0146.htm
[2] http://www.russianspaceweb.com/rd0146.html
40
KBKhA RD-0146
RD-0146 Specications
RD-0146 description from Pratt & Whitney Rocketdyne
Chapter 14
YF-50t
The YF-50t is a Chinese cryogenic rocket engine being
developed to power the upper stages of the Long March
5 family of launch vehicles. It is an indigenous development based on Chinese experience with the YF-73 and
YF-75 upper stage engines. It is gimballed in two axes.
Hydrogen bled from the engine is used to pressurize the
oxygen tank, and helium is used to pressurize the hydrogen tank.[1]
14.1 References
[1] http://www.astronautix.com/engines/yf50t.htm
41
Chapter 15
YF-73
The YF-73 is Chinas rst successful, cryogenic, gimballed engine, using liquid hydrogen fuel and liquid oxygen oxidizer. It was used on the Long March 3 H8 third
stage. It run on the simple gas generator cycle and had a
thrust of 44.15 kilonewtons (9,930 lb ). It had four hinge
mounted nozzles that gimbaledeach on one axis to supply thrust vector control and was restart capable. It used
cavitating ow venturis to regulate propellant ows. The
gas generator also incorporates dual heat exchanger that
heat hydrogen gas and helium supplied from separate system to pressurize the hydrogen and oxygen tanks. The
engines was relatively underpowered for its task and the
start up and restart procedures were unreliable. Thus, it
was quickly replaced by the YF-75.[3]
tronautical Congress, Beijing, China. (International Astronautical Federation). IAC-13-C4.1 (1x18525): 5. Retrieved 2015-07-08.
[4] Sutton, George Paul (November 2005). History of Liquid Propellant Rocket Engines. AIAA. p. 637-638. ISBN
978-1563476495.
15.1 History
In October 1970 the Beijing Aerospace Propulsion Institute was tasked with developing a 39 kN (8,800 lbf)
prototype rocket engine burning liquid hydrogen and liquid oxygen. They settled on a pump-fed gas generator
design. The prototype was successfully re tested for 20
seconds on January 25, 1975. In March of the same year,
Shina ocially initiated the Project 311 do initiate the
engineering work on the rst Chinese cryogenic engine,
which was named YF-73. It had its debut on April 8,
1984, when it sent the rst geosynchronous communications satellite experiment, the Dongfanghong2 to geosynchronous orbit. It ew 13 times with 3 failures and was
last used on May 26, 2000. It was replaced by the more
capable YF-75 which enabled to increase payload from
1.5 t (3,300 lb) to over 2.6 t (5,700 lb) and signicantly
increased reliability.[3]
15.2 References
[1] Long March. Rocket and Space Technology. Retrieved
2015-07-08.
[2] YF-23. Encyclopedia Astronautica. Retrieved 201507-08.
[3] Nan, Zhang (2013-09-23).
The Development of
LOX/LH2 Engine in China (pdf). 64rd International As-
42
Encyclopedia Astronautica
Go Taikonauts - An unocial Chinese Space Website
Chapter 16
YF-75
The YF-75 is a liquid cryogenic rocket engine burning
liquid hydrogen and liquid oxygen in a gas generator cycle. It is Chinas second generation of cryogenic propellant engine, after the YF-73, which it replaced. It is used
in a dual engine mount in the H-18 third stage of the Long
March 3A, Long March 3B and Long March 3C launch
vehicles. Within the mount, each engine can gimbal individually to enable thrust vectoring control. The engine
also heats hydrogen and helium to pressurize the stage
tanks and can control the mixture ratio to optimize propellant consumption.[4]
16.1 Development
Given the upward trend on geosynchronous communication satellites mass and size, a program to develop an
engine more powerful than the YF-23 was started by
1982.[2] The proper development of the engine started
in 1986 and leveraged the experience of the YF-73.[5] It
ew for the rst time in 1994. By September 2013, it had
accumulated 12 start up and 3,000 seconds of ring time
without malfunction.[2]
16.3 References
[1] YF-75. Encyclopedia Astronautica. Retrieved 201507-08.
[2] Nan, Zhang (2013-09-23).
The Development of
LOX/LH2 Engine in China (pdf). 64rd International Astronautical Congress, Beijing, China. (International Astronautical Federation). IAC-13-C4.1 (1x18525): 5. Retrieved 2015-07-08.
By 2006 and with the project for the Long March 5 family a serious redesign program was started. The resulting
engine, the YF-75D is a dierent engine, using a closed
circuit expander cycle like the RL10.
[5] Sutton, George Paul (November 2005). History of Liquid Propellant Rocket Engines. AIAA. p. 637-638. ISBN
978-1563476495.
43
Encyclopedia Astronautica
Go Taikonauts - An unocial Chinese Space Website
Long March 3B Prole
Chapter 17
YF-77
The YF-77 is Chinas rst cryogenic rocket engine developed for booster applications. It burns liquid hydrogen
fuel and liquid oxygen oxidizer in the gas generator cycle.
A pair of these engines will power the LM-5 core stage
in a module that includes the mount that enables each individual engine to gimbal in two planes.[2][4] While it will
be lighten at lift of, its function will be that of a sustainer
engine, like the European Vulcain on the Ariane 5 and the
Japanese LE-7 on the H-II, since the core stage thrust will
be supplemented by the YF-100 powered boosters. Like
the Vulcain, it uses the less ecient gas generator cycle
and even for that application it has less performance than
the European engine. It does advances signicantly the
thrust level of cryogenic rocket technology in China.[1]
17.1 Development
17.3 References
[1] YF-77
07-02.
[2] Wang, Weibin; Zheng, Dayong; Qiaot, Guiyu (201309-23). Development Status of the Cryogenic Oxygen/Hydrogen YF-77 Engine for Long-March 5 (pdf).
64rd International Astronautical Congress, Beijing, China.
(International Astronautical Federation). IAC-13-C4.1
(2x17679): 7. Retrieved 2015-07-02.
[3] Nan, Zhang (2013-09-23).
The Development of
LOX/LH2 Engine in China (pdf). 64rd International As-
tronautical Congress, Beijing, China. (International Astronautical Federation). IAC-13-C4.1 (1x18525): 5. Retrieved 2015-07-02.
[4] Chang Zheng-5 (Long March-5)". SinoDefence. Retrieved 2015-07-02.
[5] Chen,
Minkang;
45
Chapter 18
LE-7
18.1 H-II Flight 8, only operational
LE-7 failure
The fuel turbopump had an issue using the originally
designed inducer (a propeller-like axial pump used to
raise the inlet pressure of the propellant ahead of the
main turbopumps to prevent cavitation) where the inducer would itself begin to cavitate and cause an imbalance resulting in excessive vibration. A comprehensive
post-ight analysis of the unsuccessful 8th H-II launch,
including a deep ocean retrieval of the wreckage, determined that fatigue due to this vibration was the cause of
premature engine failure.
18.2 LE-7A
The LE-7A is an upgraded model from the LE-7 rocket
engine. Basic design is unchanged from the original
model. The 7A had additional engineering eort placed
on cost cutting, reliability, and performance developments. The renovation was undertaken to mate it with the
likewise improved H-IIA launch vehicle, with the common goal being a more reliable, more powerful and exible, and more cost eective launch system.
18.2.2
For the new engine model, a nozzle extension was designed that could be added to the base of the new standard
short nozzle when extra performance was required. But
when the engine was tted with the nozzle extension, the
7A encountered a new problem with unprecedented sideloads and irregular heating on the nozzle strong enough
to damage the gimbal actuators and regenerative cooling
tubes during startup. Meticulous computational uid dynamics (CFD) work was able to suciently replicate and
trace the dangerous transient loading and a new one-piece
long nozzle with full regenerative cooling (as opposed
to the original short nozzle with a separate lm-cooled
extension) was designed to mitigate the problem. Before
this new nozzle was ready, some H-IIAs were launched
using only the short nozzle. The 7A no longer uses a separate nozzle extension in any conguration.[1]
18.2.3
Use on H-IIB
47
Specic impulse (vacuum): 440 seconds (4.3
km/s)
Dry mass: 1,800 kg (4,000 lb)
Length:
short nozzle = 3.2 m
long nozzle = 3.7 m
Throttle capability: 72-100%
Thrust-to-weight: 65.9
Nozzle area ratio: 51.9:1
Combustion chamber pressure: 12.0 MPa (1,740
psi)
Liquid hydrogen turbopump: 41,900 rpm
Liquid oxygen turbopump: 18,300 rpm
18.2.4
LE-7A specications
18.4 References
[1] AIAA technical paper abstract on LE-7A Nozzle Congurations
Long nozzle:
Rated thrust (sea level): 870 kN (200,000 lbf)
Rated thrust (vacuum): 1,098 kN (247,000
lbf)
Specic impulse (sea level): 338 seconds (3.31
km/s)
Chapter 19
LE-5
or hypergolic igniters commonly used on some contemporary engines. Though rated for up to 16 starts and 40+
minutes of ring time, on the H-II the engine is considered expendable, being used for one ight and jettisoned.
It is sometimes started only once for a nine-minute burn,
but in missions to GTO the engine is often red a second time to inject the payload into the higher orbit after
a temporary low Earth orbit has been established.
The original LE-5 was built as a third stage engine for
the H-I launch vehicle. It used a fairly conventional gas
generator cycle.
19.1 LE-5A
The LE-5A was a heavily redesigned version of the LE-5
intended for use on the new H-II launch vehicles second
stage. The major dierence is that the operation of the
engine was switched from the gas generator to expander
bleed cycle. The LE-5A was the rst expander bleed cycle engine to be put into operational service. Cryogenic
liquid hydrogen fuel for the cycle is drawn through tubes
and passages in both the engines nozzle and combustion
chamber where the hydrogen heats up incredibly while
simultaneously cooling those components. The heating
of the initially cold fuel causes it to become signicantly
pressurized and it is utilized to drive the turbine for the
propellant pumps.
19.2 LE-5B
LE-5
48
19.3 LE-5B-2
After ight F5 of H-IIA in March 28th, 2003 has resulted
in severe (although not damaging) vibration of the upper stage during LE-5B ring, the work was initiated on
the upgraded version of the LE-5B. The upgraded engine,
named LE-5B-2, was rst own on H-IIB in September
10th, 2009. The main xes are added ow-laminarizing
plates in expander manifold, new mixer of gaseous and
liquid hydrogen in hydrogen feed line, and new injector
plate with 306 smaller coaxial injectors (versus 180 in
LE-5B). See LE-5B-2 development summary (Japanese).
The upgrade resulted in reduction of vibration of the upper stage by half.
19.4 Specications
19.5 See also
H-I
H-II
H-IIA
H-IIB
LE-7
19.6 References
Japanese Wikipedia LE-5B (in Japanese)
Encyclopedia Astronautica info page on the LE-5
Encyclopedia Astronautica info page on the LE-5A
Encyclopedia Astronautica info page on the LE-5B
Studies on Expander Bleed Cycle Engines for
Launchers, AIAA Paper
Development of the LE-X Engine, MHI Technical
Review Vol. 48 No. 4
49
50
Text
Cryogenic rocket engine Source: https://en.wikipedia.org/wiki/Cryogenic_rocket_engine?oldid=679234153 Contributors: Ed Poor, Doradus, Wtmitchell, Vedant, Gene Nygaard, Dreixel, Stuartyeates, Rangek, Tedder, Malcolma, SmackBot, Cabe6403, Modest Genius, Fotoguzzi, Vitall, IronGargoyle, Chetvorno, N2e, Kubanczyk, Sjzukrow, User A1, UnitedStatesian, Drmies, Piledhigheranddeeper, Addbot,
Anxietycello, Wammes Waggel, The Bushranger, , Yobot, AnomieBOT, Hmvont, Xqbot, Suneet87, Erik9bot, Mercurytone, Joshuachohan, Reaper Eternal, RjwilmsiBot, Soupysoap, Mythbuster2010, SkywalkerPL, ChiZeroOne, ClueBot NG, Kartheek.pro,
Somatrix, Sni56996, Gurkisingh, Mrt3366, Avisbliss, Skydoc28, Anythingcouldhappen, Frinthruit, Silverelds15, CriticalMass235 and
Anonymous: 52
CE-7.5 Source: https://en.wikipedia.org/wiki/CE-7.5?oldid=663626690 Contributors: Firsfron, Chris the speller, WDGraham, N2e, Cydebot, Kaleja, Magioladitis, LogicDictates, Jojalozzo, Afernand74, Siskus, Prad2609, ChrisHodgesUK, Addbot, Yobot, AnomieBOT,
Johnxxx9, GliderMaven, Mercurytone, Amitrc7th, EmausBot, Anir1uph, BG19bot, Ramakrishnan.nikhil, Yadav eklavya, Ninney,
Mrt3366, Hmainsbot1, Skydoc28, Rocketman321, WordSeventeen and Anonymous: 13
CE-20 Source: https://en.wikipedia.org/wiki/CE-20?oldid=672379308 Contributors: Kolbasz, Arado, Premkudva, SmackBot, WDGraham, Cydebot, Magioladitis, Baldusi, Pankajrai87, Iohannes Animosus, ChrisHodgesUK, Addbot, LaaknorBot, Yobot, Johnxxx9, Anitsingh011, GliderMaven, Prari, CryptBala, ChuispastonBot, Saurabh.agrawal92, BG19bot, Ninney, Mrt3366, Skydoc28, Suchakra, Nbala90
and Anonymous: 18
Space Shuttle main engine Source: https://en.wikipedia.org/wiki/Space_Shuttle_main_engine?oldid=679086270 Contributors: Bryan
Derksen, Maury Markowitz, Heron, Edward, Patrick, Julesd, Dfeuer, Brouhaha, Wolfkeeper, BenFrantzDale, Theon~enwiki, Jonabbey,
Bobblewik, Christopherlin, Peter Ellis, Ylee, Bobo192, Duk, Elipongo, Anthony Appleyard, Dpjanes, Psychofox, GavinSharp, Mrmiscellanious~enwiki, Saga City, Xnk, Gene Nygaard, Woohookitty, CyrilleDunant, Robert K S, Bricktop, Jenrzzz, Collard, Mike Peel, RobertDahlstrom, Cjosefy, SchuminWeb, Alfred Centauri, TheDJ, Wongm, YurikBot, Arado, RadioFan, Skier, Mipadi, Bota47, Leptictidium,
Festyzizzle, Cassini83, Petri Krohn, Donald Cook, Shyam, Georey.landis, 8472, Victor falk, SmackBot, Ravenmasterq, Chris the speller,
Hibernian, Veggies, Aces lead, Joema, Evil Merlin, Jared, ShaunES, Mion, Will Beback, SalopianJames, Minna Sora no Shita, Like tears in
rain, Mr Stephen, Acha11, Blackhawk charlie2003, Olaf Davis, Ilikefood, N2e, CompRhetoric, Cydebot, Gogo Dodo, Starpol, Thijs!bot,
N5iln, Isildain, Zidane tribal, Steelpillow, Magioladitis, Bongwarrior, Jatkins, Scostas, Cecilkorik, Shining Arcanine, Tdadamemd, Ijustam, Usp, Michaelpremsrirat, Speaker to wolves, Sdsds, Mike Cline, McM.bot, Elitre, Ftbotsb, Pmoir, Woc2006, Thunderbird2, Chuck
Sirloin, Djodland, Bodyn, CapeCanaveral321, Cbennett0811, Kumioko (renamed), Bwfrank, Enenn, Jersey emt, RCalabraro, Chaosdruid, DerBorg, Downix, Mdeby, DumZiBoT, Runningblader, Jabberwoch, Addbot, Download, Fireaxe888, Alpinwolf, Cannizzaro S, The
Bushranger, Yobot, Legobot II, AnomieBOT, VanishedUser sdu9aya9fasdsopa, Ruby2010, Xqbot, Johnxxx9, ThirdCritical, Coosbane,
Fotaun, GliderMaven, FrescoBot, Beaber, Remotelysensed, Goosta, Lonaowna, Ancistrus, Calmer Waters, Tomcat7, RedBot, Savemaxim,
FoxBot, RjwilmsiBot, DASHBot, WikitanvirBot, GA bot, Look2See1, GoingBatty, Tommy2010, Mmeijeri, Wikipelli, ElationAviation,
Hoeksas, ChiZeroOne, Morbrew, Joefromrandb, Mattise135, BG19bot, Felitim, GigaG, PumknPi, Glacialfox, Jongfeli, Duxwing, BattyBot, MP99, YFdyh-bot, Mogism, DaveMohr, Anythingcouldhappen, FrB.TG, Monkbot, Fumbar, Mnethercutt, Chouser42 and Anonymous: 127
Rocketdyne J-2 Source: https://en.wikipedia.org/wiki/Rocketdyne_J-2?oldid=667049811 Contributors: AxelBoldt, Maury Markowitz,
Edward, Audin, Nickshanks, Reubenbarton, Wolfkeeper, Bobblewik, Christopherlin, Erich gasboy, Geni, Zaha, Jimwilliams57, Jkl,
GrantHenninger, ArnoldReinhold, Chairboy, Simonbp, Pmbrennan, Hektor, Gene Nygaard, Fengwah, Mindmatrix, Benbest, Bricktop,
Chronoso, Shashishekhar, Rjwilmsi, Mike s, Bubba73, SchuminWeb, Ground Zero, TheDJ, Midgley, Lockesdonkey, Gadget850, Leptictidium, SmackBot, Sam8, Gjs238, Veloslaw~enwiki, Bluebot, Papa November, Jutta234, Hibernian, Mion, SalopianJames, Rwboa22,
Quaeler, John Trilik, Joseph Solis in Australia, Mikek951, Atomobot, Benabik, CmdrObot, Van helsing, N2e, Cydebot, Fnlayson, VAXHeadroom, Give Peace A Chance, Thijs!bot, JAnDbot, Mark Grant, Magioladitis, BilCat, MIT Otackle73, Nat682, Voronwae, Sdsds,
TXiKiBoT, Baldusi, Petebutt, Markp93, Woc2006, AlleborgoBot, Bodyn, Ioverka, Lightmouse, RSStockdale, Bum Bandit, Enenn,
Alexbot, HarrivBOT, AlanM1, Addbot, Download, LaaknorBot, The Bushranger, Yobot, Jasiu Szt, Phaseed, , Xqbot, TechBot,
DSisyphBot, Johnxxx9, Howwi, Heroicrelics, GliderMaven, FrescoBot, Beaber, Originalwana, Sae1962, AmateurEditor, RedBot, Savemaxim, ChickenWhisperer, Full-date unlinking bot, EmausBot, Look2See1, JustinTime55, ZroBot, OllieWilliamson, Magneticlifeform,
Helpful Pixie Bot, Mark Arsten, CitationCleanerBot, PumknPi, Mogism and Anonymous: 46
RL10 Source: https://en.wikipedia.org/wiki/RL10?oldid=667189488 Contributors: Ke4roh, Reubenbarton, Wolfkeeper, Wwoods, Bobblewik, ChicXulub, Jimwilliams57, Bluemask, Qutezuce, Kbh3rd, Huntster, Evand, Duk, Gene Nygaard, Rjwilmsi, Bubba73, StuOfInterest, Nick L., Ospalh, Leptictidium, Phredward, Curpsbot-unicodify, SmackBot, Mangoe, TestPilot, Beatgr, MrMunky, Mion, SalopianJames, N2e, Cydebot, Fnlayson, JAnDbot, Magioladitis, AtticusX, Faizhaider, BilCat, Srt252, Hddsd~enwiki, Sdsds, Billgordon1099, DavidHitt, Phe-bot, MBK004, HarrivBOT, MystBot, Addbot, Feour, LaaknorBot, AndersBot, Luckas-bot, AnomieBOT,
Phaseed, ArthurBot, Winged Brick, Johnxxx9, GrouchoBot, RibotBOT, , Jojii, GliderMaven, Beaber, Originalwana, Jakeboening,
Tom.Reding, Calmer Waters, Dinamik-bot, RjwilmsiBot, Look2See1, Mmeijeri, VWBot, Accotink2, Helpful Pixie Bot, JeGrundy67,
BattyBot, Kuki5050, Ggudinkas, Tony Mach, GregWikiPal, Monkbot, Limeinthecokonut, N4PIP, Q3f87h4q3h, Sir Liu(the rst) and
Anonymous: 37
RS-68 Source: https://en.wikipedia.org/wiki/RS-68?oldid=673038544 Contributors: Maury Markowitz, Patrick, Rlandmann, Hike395,
Mulad, Mustang dvs, Wolfkeeper, Karn, Bobblewik, Jkl, GrantHenninger, Wuzzeb, Huntster, Eroberts00, Duk, A2Kar, Bongle,
Schoonov, Hektor, MatthewWilcox, Gene Nygaard, Bricktop, Tabletop, Triddle, SchuminWeb, StuOfInterest, Arjuna909, Epolk, KevinCuddeback, Nick L., Sliggy, JustAddPeter, Cassini83, Georey.landis, SmackBot, Sam8, Gjs238, Audriusa, LouScheer, TheLimbicOne, Autopilot, Rwboa22, Spiel496, Craigboy, Eluchil404, N2e, Cydebot, Fnlayson, Martin Cash, Northumbrian, Escarbot, Fmonahan,
JAnDbot, Magioladitis, BilCat, Perfgeek, CASfan, Rekinser, Sdsds, TXiKiBoT, Petebutt, Woc2006, SieBot, Alexbot, Nc mike, Mm40,
Nukes4Tots, Addbot, LaaknorBot, Lightbot, Cannizzaro S, The Bushranger, StuMaster, Aldebaran66, Marathona, AnomieBOT, Supamike, Sz-iwbot, ArthurBot, Obersachsebot, Xqbot, Johnxxx9, GliderMaven, Beaber, Savemaxim, Full-date unlinking bot, Look2See1,
Boundarylayer, Mmeijeri, ZroBot, Hoeksas, Magneticlifeform, Jongfeli, Duxwing, BattyBot, Makecat-bot, Tony Mach, Anythingcouldhappen, Buchanan0001, Trilionio and Anonymous: 35
RS-83 Source: https://en.wikipedia.org/wiki/RS-83?oldid=634397342 Contributors: Nv8200pa, Mboverload, Bobblewik, Duk, Gene Nygaard, SmackBot, Sam8, Gjs238, Beatgr, Weirdy, CmdrObot, Fnlayson, Martin Cash, MarshBot, Magioladitis, Sdsds, Lightmouse, ClueBot, Alexbot, Addbot, The Bushranger, Diannaa, GBAKFL, Anythingcouldhappen and Anonymous: 6
51
YF-73 Source: https://en.wikipedia.org/wiki/YF-73?oldid=675598021 Contributors: Wolfkeeper, Rjwilmsi, SmackBot, Drakkenfyre, Cattus, Mion, Cydebot, Perfgeek, Baldusi, Gulabatu, Alexbot, AnomieBOT, Johnxxx9, PigFlu Oink, Trappist the monk, Mys 721tx, Updatehelper, EmausBot and Anonymous: 4
YF-75 Source: https://en.wikipedia.org/wiki/YF-75?oldid=675598030 Contributors: Cattus, Cydebot, Aldis90, Itsmejudith, Perfgeek,
TXiKiBoT, Baldusi, Gulabatu, Addbot, AnomieBOT, Johnxxx9, GliderMaven, FrescoBot, Trappist the monk, Mys 721tx, Updatehelper,
Snotbot, 32alpha4tango, Hanyu Ye and Anonymous: 2
YF-77 Source: https://en.wikipedia.org/wiki/YF-77?oldid=675598090 Contributors: D6, RJFJR, Ground Zero, Ospalh, SmackBot, Cattus,
WDGraham, Shibo77, N2e, Cydebot, Aldis90, Magioladitis, Perfgeek, Baldusi, Yerpo, Gulabatu, Johnuniq, Tide rolls, AnomieBOT, IRP,
Xqbot, Belasted, Johnxxx9, GliderMaven, Zeev.tarantov, Trappist the monk, Mys 721tx, EmausBot, Alakzi and Anonymous: 3
LE-7 Source: https://en.wikipedia.org/wiki/LE-7?oldid=610937122 Contributors: Centrx, Wolfkeeper, Nihiltres, SmackBot, Mion, Trelio, Cydebot, Butakun~enwiki, Alaibot, Aldis90, Magioladitis, Bcraig15, TXiKiBoT, Lucasbfrbot, Lightmouse, Addbot, Johnxxx9, Heroicrelics, GliderMaven, FrescoBot, PigFlu Oink, DrilBot, Savemaxim, 777sms, EmausBot, ZroBot, BG19bot, STRONGlk7, BunBun-J
and Anonymous: 6
LE-5 Source: https://en.wikipedia.org/wiki/LE-5?oldid=625646281 Contributors: Wolfkeeper, Spacepotato, SmackBot, Mion, Cydebot, Bcraig15, Lightmouse, Addbot, Johnxxx9, GrouchoBot, Trurle, Prari, FrescoBot, Phyllis8051, Mmeijeri, ZroBot, ChrisGualtieri,
BunBun-J and Anonymous: 5
19.8.2
Images
52
53
File:SSME_startup_&_shutdown.ogv
Source:
https://upload.wikimedia.org/wikipedia/commons/d/d2/SSME_startup_%26_
shutdown.ogv License: Public domain Contributors: http://www.youtube.com/watch?v=urxrOI6-RlE Original artist: NASA
File:SSME_test_A-1.ogv Source: https://upload.wikimedia.org/wikipedia/commons/2/23/SSME_test_A-1.ogv License: Public domain
Contributors: http://nix3.larc.nasa.gov/info?id=ssme_test_on_a-1&orgid=4 Original artist: NASA
File:STS-80_Landing_01.jpg Source: https://upload.wikimedia.org/wikipedia/commons/a/a1/STS-80_Landing_01.jpg License: Public
domain Contributors: http://nix.ksc.nasa.gov/info;jsessionid=6bgj2esck42d4?id=KSC-96PC-1334&orgid=5 Original artist: NASA
File:STS120LaunchHiRes-edit1.jpg Source: https://upload.wikimedia.org/wikipedia/commons/d/d6/STS120LaunchHiRes-edit1.jpg
License: Public domain Contributors: http://spaceflight.nasa.gov/gallery/images/shuttle/sts-120/html/sts120-s-028.html Original artist:
NASA; edited by jjron (tilt corrected)
File:Saturn_V_Rocket_Stage_S_IVB_-_1992.jpg Source: https://upload.wikimedia.org/wikipedia/commons/2/25/Saturn_V_Rocket_
Stage_S_IVB_-_1992.jpg License: CC BY-SA 3.0 Contributors: Own work Original artist: Torsten Bolten
File:Second_stage_of_a_Delta_IV_Medium_rocket.jpg Source: https://upload.wikimedia.org/wikipedia/commons/5/50/Second_
stage_of_a_Delta_IV_Medium_rocket.jpg License: Public domain Contributors: ? Original artist: ?
File:Shuttle.svg Source: https://upload.wikimedia.org/wikipedia/commons/a/a1/Shuttle.svg License: Public domain Contributors: ? Original artist: ?
File:Shuttle_Main_Engine_Test_Firing.jpg Source: https://upload.wikimedia.org/wikipedia/commons/b/b1/Shuttle_Main_Engine_
Test_Firing.jpg License: Public domain Contributors: http://dayton.hq.nasa.gov/IMAGES/LARGE/GPN-2000-000543.jpg
Original artist: NASA
File:Ssme_schematic_(updated).svg Source: https://upload.wikimedia.org/wikipedia/commons/9/9e/Ssme_schematic_%28updated%
29.svg License: Public domain Contributors:
Original artist: Jkwchui with minor adjustments from Chouser
File:Vulcain_2_test_firing.jpg Source: https://upload.wikimedia.org/wikipedia/en/a/a1/Vulcain_2_test_firing.jpg License: ? Contributors:
http://www.esa.int/esaCP/SEMF9DLY17E_Benefits_1.html#subhead1 Original artist: ?
19.8.3
Content license