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f
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7 ..5
_ no cK E T V"_"r_I E
A OIVIIIIION OF NOIII"H AMERICAN AVIATION INC
Contract ;_L_,S8-19j/
PREPARED BY
L
Rocketdyne Engineering
Canoga Park
APPROVED BY
lqlItv. IIY
5322-3/23//6 ] - ]A
Frontispiece
]{-2b(_t -PiP ii
A DIVISION OIr _,iOFt'1"1,4 AMEFIICAI',I AVIATION, INI_
ABSTKACJ
_ Abstract)
R-2661-4P IJi
(+0NT/_TS
I+'o
r ewu r-tJ _.
PP r ft, t marit, e 3. t
Influen(e C(,effL(:tent_
Coefficients . 5.1t
(J_,
rt)s+_t_p
t, Momen! arid Mutt+,qtt o| 5 1
Ele(:trt_ al 8.1
R- 2t)_ I - _P _
IIOCK ETI)¥_E
A O_VlStON OF NOJqTH AM_I_AI'_ AVIATION. INC.
Accessory Provisions 10 1
Accefl_orles 10 1
Controls ll 1
Handltn_ . 12 1
Checkout Equipment 12 l
Handling Equipment 12 1
Storage 12 2
Domestic Shipping 12 3
Engine Buildup 12 4
R- 2661- 4I'
[LLVSTRAT I0YS
F I gure
Positron 3.8
R-2661-4P vii
81 8.h
Engine Elecuical Power Requirement Schedule
TABLES
R-2661-hP
INTBODUC'[ [ON
The use of rocket engines with high specific impulse offers advantages
Although the J-2 engine has been designed primarily for operation at
high altitude (vacuum), the engine can be operated at sea level for
simulation equipment.
of the propulsion system. These estimates are the most accurate now
R- 2661 - _P 1.1
.c
u_
$
04
I
II1718V173_I
Table 5.1.
a single gas generator utilizing the same propellants as the main thrust
Fig. 4.2.
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N(VISED |? MAY 19Gi
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Flow measuring devices of the turbine meter type, for determining propel-
Extensive use of welded and brazed joints has minimized the number of
3otnts with seals, reducing possible leak points, and increasing system
_[he engine tncludes a gimbal bearing at the center of the injector dome
1_he Frontisplenc_ and Fig. 2.2, 2.3, and 2.h are general views of the
J_2 engine
2.5
53L>2 -5 .'25/6 1- l C
I,
Figure 2.2. J-2 Engine, View I
R-2661-4P 2.
14t () ¢L-]'_-
IN[ I:: T 0 ¥ ]Xll IFZ
I.,
R-2661-_P '2.5
il()C i_ I_T D¥ N IF]
55_-5,/'2_/6 J-IE
'2.6
1:1.0 (_ i/_ E T DY r'_ E
A, D_VIS_Of_ 0@" NORITH A_41CF_C,AN AVtATIOP,*I, INC..
PERFORK_CE
The nominal performance parameters for the J-2 engine are presented in
Table 3.1. The values are for nominal conditions during mainstage only.
Curves are presented in Fig. 3.1 and _.2 defining the variations in
specific impulse and thrust with altitude. These curves should be used
As the propellant utilization valve is moved from the open to the closed
late this effect are included in Table 3.2. Figure 3.3 and 3._ can be
Engane specific impulse and mixture ratio do not include the prop@llan_s
R-2661-lip 5. I
IABLE 3.1
Propel lanes
Y
J
_Saturated liquid at normal boiling point
R-2661-_P 3,2
I_O C K E T DYZ_I [Z,
A OIv£t, iO_l OI r NORTH AMERICAN AV_ATIOP',+. I)_l_,
Fuel ['utl)_n+.
++.,_+.
'l_,mperature, F - 260
IL
R-2661-_P "_. It
t
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R-2661-_!' 3.-
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R-2661-4 I' 3. b
ROCICETDYN E
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R-2661-_P 3.7
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4,5 5.0 5.5
R-2661-4 " %. ,_
455
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O3
.-I0 PERCENT
CO
.J 430
O.
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(3_ 425
O3
hi
Z
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420
4.5 5.0 5.5
Propellarit Iltilization
Valve Position
area ratio of 27.5:1. However, this engine has the advantage of capa-
des]gn. The J-2 engine can be test fired, acceptance tested, and fired
The J-2 engine design provides for mixture ratio variations of IO.5 units
the influence coefficients will yield more accurate parameters. The _ix-
ture ratio limits under any condition are not less than _.0 or more
than 6.0.
R-2661-_P
3.10
INFLUKNCE COEFFICIENTS
ficients possess adequate accuracy over the entire design operating range
The use of Table 3.2 influence coefficients for determining thrust of the
ratio shift
Because the influence coefficients are linear, the total effect of sev-
R-2661-_P 3,11
thrust would be
p -p (1)
o oN PU PU N
F'p * pu N Fpu
Po N o
fuel density, oxidizer density, fuel pump inlet pressure, oxidizer ptmap
tEN, prN, PEN, PFN , PON , and PU N are the nominal values of these param-
F PF' F Po' FPF, FPo, and Fpu are the influence coefficients for engine
coefficients.
MP"E - FIRE N PU - PU N
(2)
HREN PU N (MRPU)
R-2661-_P 3.12
where MRpu is the influence coefficient for engine mixture ratio found
in the PU control setting column. For a i8.0 percent change in
F E - 200,000
= _.34 - _.42o (+o.2_o2) + 71.)8 - 71.38 (+0.7502) +
200,000 _._20 71.38
1.848 (+0.0486)
F E - 200,000
200,000
= - (0.01810) (+0.2402) + (0) (--0.7502) +
Therefore
"t The incremental thrust change has,been found to be +18,002 lb for the
R-2661-kP 3.13
Nonlinear Corrections
The change in engine mixture ratio is computed for the changes in propel-
lant densities, pump inlet pressures, and with the assumption that the
with the other independent variables to compute the changes in the remain-
For example, the change in engine mixture ratio used to effect the
the c* correction from Fig. 3.5 is -0.05 percent. The true change in
R-2661- _P 3.1q,
(d
P_
0
0
eo
°r-t
,r,,l
L_,
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ht
0 0 0 O_
-- N _. _'.
oi dI oI ?
IN3O8 _ 'NOllOBN_JOO
,O N I =IONVHO
IIO CK ETI)YN E
A OIV;SION OW NORTH AMtRICAN AVIATION. ;N_
OPERATING C_RACTERISTICS
OPF_ATING C[]AIb_CTF_IS TI CS
OPERATIONAL SEQUENCE
Start Sequence
The tank-head start technique, wherein the available tank pressures are
The vehicle programmer furnishes a start signal which energizes the spark
exciters to initiate sparks in the gas generator and in the thrust cham-
ber augmented spark ignition (ASI) system. At the same time, the helium
the system. The entire helium supply flows through a check valve, located
in the pneumatic package. (This check valve is provided to allow the pro-
supply system failure.) Purge gas flows into the thrust chamber oxi-
dize[' dome, the gas generator bleed valve closes, control gas flows to
the closing control ports of the main oxygen valve, the gas generator
oxygen transition valve, the gas generator valve, and the main hydrogen
valve. The control solenoid that supplies gas to the ASI oxygen and main
R-2661-4P _.1
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i i i ii i i i i i i i i i i ul | ii
1t_-2(i61-4.1'
]I_EOCIK
A JOIVIIIIOIsl OF N'3
__ullll ._ I II I I I i
I
IE"[" DYI"q_ E
ITM _ERICAN AVIATION. eNC.
, ,,,,, m |, |
REVISED 5-15-6t
----4
}1
- - -,2,,_,w,_- )l
i ,
hydrogen valves is also energized. The main hydrogen valve closing con-
The main hydrogen valve opens to its first position and liquid hydrogen
flows through the thrust chamber jacket, through the injector, and out
of the thrust chamber. The ASI oxygen valve also opens and oxidizer flows
to the thrust chamber ASI. When the main hydrogen valve reaches its
first open position, ports integral with its actuating piston open and
allow opening control gas to flow to the gas generator valve and the
The gas generator valve opens allowing flow (under tank-head pressure)
hydrogen lead into the combuator). Gas generator and thrust chamber
ignition is established.
position.
Hot gas from the gas generator accelerates the propellant pumps, in-
power to the gimbaling system. The power output of the gas generator
R-2661-_P _.lt
A pressure s_,ttch, located l_l t.hc ASi oxidizer l-,'d line, son._es the
t lat, t_d ((omlIlon fli_tl0.1 t*) a|l (li)-)e_,_tl _'I)_LInvs) l'hl_ slgrml energize._
the main oxygen v_Jve ct)ntrt)l_vo[_i _ d.lld il]]ow_ (_|)enlng cotltrol _ 1,o
flow to the maln oxygen aml mall) hydrogen propel lanL valves, and the
_ii_4 gt, ll_l'ilLor ()xldl/er IIiIAI._I| l___U \_O[_(' Simuitatleousl3-. (.losing con-
trol })te_sute i_ vented fIUL0 tlI_ _Lo-_ gt:lJt:iatoI (,xygen transi(.ioll val_,'e,
the gas gvrleratol vale, e, and the nlotn oxygen valve. Opening of the
Ihe main oxygen valve open_ in approximately 300 msec and oxygen flo_,s
into the combustion chamber, t, he main hydrogen valve travels to iLs fill]
open posit;Ion (1_5 msec). ]'tie engine spark ignition system is de-
_nergized by a timing circuit _00 msec after the oxidizer valve control
valve is energized, r[he helium purge gas to the Lhrust chamber oxidizer
(;as l)ressurizaLion f()t Lhe _eh_cle fuel taiik is suppitect from the thrust
_t
(.bomber hydrogen inject.or manttold. A check valve i_ _nstalled in the
l._ne t,o |)tt:_enI flow (If I't)el l_om lhe vvtlicle tank to the thrust chamber
pres_ure_ l_|.toln_,d dill ltl_ tile lIo.n_ltlt)ll I)ha._e, ts also provided t,o
Gas pt'eaauvlzatiun |'()i tile x,_+l|l(le oxldlTtr lank l,_ supplied fr.)m a beat
elf(hanger l))(.at, ed tl_ the ,)xidl_r pump l)tfh]lie (-'xh_tust duct HL1]iTIng
Re_ tar t
tank t)|e.-surv_, l_e_lalt ('al)ahlllty ha_ also been designed into Che
pneumatic _upplv system The helium ._phere l._ sized for two restarts
lhe in_tanlaneous rat, o .f th_usl tncrease will not ex(:eed tJO0 lb/msec
shown in Fig. t_.3 l'he comparable Ihrusl bualdup at sea lew-I is shown
jn Fig. _*.q
w|ll he congumed tn the period from _nttlal sl,art sigr_al until 90 percent
It|rust is attained
Cut,oft_ _equence
) rhe cu|off .-tgnal, received ft.m the vehicle programmer, energizes Che
F engine-secured
valises.
t. lm_r, attd de energlzea the propellant valve contr,._l
R-2661 -_P
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VBS
IlO CK E T DYI"_T E
A OIVlllON OV NOMTI-4 AMIMICAN AVIATION, IN_
The gas generator valve opening ('ontrol gas flows through a vent lille to
the vent port of the ma_n fuel valve control valve h check valve is
located in tl, is vent line to prevent main fuel valve opening control gas
from circumventing the safety interlock of the fuel valve and opening
the ASI oxygen valve also vents througtl this line. The opening control
'pressure for the AS[ hvdroget, valve and the main hydrogen valve (first,
the gas generator valve (oxld]zer side only). Closing control pressure
stop the flow of oxidizer as quickly as possible and reduce the power
pressure is also applJed to the main oxidizer valve and to the gas gen-
and a fuel rich cutoff. At this point, all propellant flow ceases and
When the combustion pressure in the thrust chamber has decayed suffi-
ciently, the purge line check valve opens and purge gas flows to the
msec after the cutoff signal from the vehicle programmer, and the helium
supply solenoid control valve drops out. l he supply gas is cut off by
the regulator closure, purge gas stops flowing to the thrust chamber dome,
R-2661-_P _.9
IIOCKETDY_E
A _IVISiON O_' NORTH AM_AICAN AVfATION. INC.
(uCotf Impulse
at the r()t'ket. (+tlgttle. will i_()I val,¢ mote than -'-1500 lh-sec from an es-
Ioblished nominal and wtll n(,_ ,xceed 50,000 lb sec. Estimated thrust
Caution is necessary when using the _hrust decay curve of Fig _._ in the
region of thrust talloff l_rom |'light test dat_a with liquid oxygen,/RP-1
II Is ,,atlmated i,hat after enginv shut,off signal, the fuel turbopump _peed
will d_cline from the nnm|nal mniostagv speed of 26,435 rpm to 0 rpm in
10 ,,el' The' estimated decline of the _xldizer pump under the same condi
ft,)us I" from RqSO rpm io 0 rpm ill h set '[he estimated speed deuav is
It, caslng_ at t,utoff Ill the ab,qer)cv ()f vv,_(ou,_ drag title to th,, l)lO|)ellatil,,_,
,, 0
I
P
r
i 0 1
i t
U- !
oo
_oo ?1
_j O. I
Z t_
-_i ,_o
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i / ,,,
O0
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i I
J
I 0
i
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1 J 1 !
I
o
o 0 0 0 o 0 0 0 0 0 o
P'_ ID
The J-2 engtne weight, along with gimbaled mass values, and a sketch
afT,)
looking aft)
t
5.1
,H,)ment, of Inertia*
Create: of' llra,, i ly,
2
Itl.
-I
X Z • XX /./
_r
Iyy ] [
Engine
K = radi_s of gyra*l,m
COORDINATE
|,,
....
;..+y
(ROLL)
( -rcm I,,
OXIDIZER PUMP
N0 T E : Po._itlve Directions
Indicated by Arrowheads
R-2661-4I' 5. '2
_' l_O CI_: ET I_YN E
A OtVi$10N OF NO_I"M AIVI[RiCAN AViA?ION, iN r_
rotating mass)
It will be noted that the fuel and the oxidizer pump rotate in opposite
directions tending to reduce the total precession moment below the total
rate.
The estimated time for turbopump stoppage after engine cutoff signal is
discussed in section 4.
R-260I-_P 5.3
_OUNTING
G [RBAL BLOCK
with two crossed keys set in a plane normal to the thrust and on the
vehicle side of the block. The keys absorb loads normal to the center-
line of thrust and torque loads imposed by the gimbaling actuators and
attaching bolt holes lie within the quadrants between the keys. In
bolts or by cap screws installed with heads on the engine side. A detail
R-2661-_P . 6.1
1 ][_tO C I45 E T ][3PYN 1_
A DIVISION OW NORII'-I AME_;:_ICAINI AVSATIr._I_I. It_.
Lo ad,_
Maximum loads which will be transmitted to tile vehicle frame through the
M__{x M ___ Mz
or ient ation.
A gimbal boot has been provided to protect the bearing surfaces from dust.
water, and foreign materials. The boot has a bellows configuration with
molded silicone rubber seals at the two attach points. Both gimbal boot
gimbal and boot assembly. Provisions have been made to permit installa-
effort.
R-2661-_P 6.2
IIOCK ETDYT'_ E
& DIVISION GF NORTH A_4qlCAN AVIATION. Irq_.
G IMBALING SYST_
In addition to basic support from the gimbal block, the engine is sup-
detail of the gimbal attachment is shown in Fig. 2.1. The dome attach
points are located on a radius of 11.875 in. from the thrust centerline,
the mounting attach points are shown in Fig. 2.1. The actuation envelope
and installation requirements are described in Fig. 6.1. The two actu-
MOVEMENT
only, as measured from the vehicle flight axis, in any plane or any
combination.
//. 02 (,._'c,,
,,_.,_._ ,::_--_,'z_
_'/,4f7_ PIN
Jo
• -, i,I
i l ii -- II I I I ¸¸ •
Ii L I I I[ I _ I I III . _ " I IIJ I _
i . ii ¸
one extreme to the opposite, and the maximum gimbal ailgle velocity of
30 deg sec occurring an 1he thrust chamber passes r_hrough the zero gimha[
With zero thrust from the d-2 engine, the engine will withstand a maxi-
the limits of combined forward and lateral accelerations for which the
11
During the J-2 engine firing stage the engine is designed to g-imbal as
R-2661-hP b.5
11,11_(_( 'i!_ If_.'i[-" il)'llk'.r'_b[ il :_
1.0
0 0.9
Z
0
I
I--
0.8
0.7
!
l
=
!,
t
n,- 0.6
bJ
J 0.5
W
0
0 0.4
0.3 i
J
0.2
W 0.1
i-'-
J % 2 3 4 5 6 7 8 9 0
with respect to engine gimhal angle is shown in Fig. 6.3. These limits
*FHRUST AL IGNMENT
tion. The dynamic thrust vector may deviate from the geometric thrust
ACTUATOR LOADS
The maximum actuator load capacity which may be tolerated by the engine
2. Lateral acceleration, g 1
R-2661-_P 6.7
J
4
Z
,,_
J
3
m
_E
I . .
I 2 3 4 5 6 7 8 9 I0
R-2661-zt t' 6 ._
IiO CK E T l}Yl_ E
/4 OIVIIIION OI r NOPlTI'I AMIEI_ICAN AV*ATION. INP_.
./
and fuel inlets located on a radial line in the vehicle and the fuel
10 deg about, the X axis. [n _his posit, ion the two 42,000 lb actuators
about the X gimbal axis. [t is presumed that this moment results from
the impingement of air upon the aft portion of the thrust chamber. Nlth
R-2661-4P 0.9
and the bending moments encountered if the total moment of the aero-
Engine plumbing above a plane 77 in. aft of the gimbal center has not
the airstream.
R-2661-_P 6,1()
l_tOC_ ETI)¥N E
A _lVl_lON OV NOIItTM AM_IICAN _VtAT_O_. |N_
PROPELLANT SYSTI_IS
HELIUM
The moisture content of the helium employed in the J-2 pneumatic system
ing from the use of liquid oxygen and liquid hydrogen as propellants. A
0.O1 mgfliter at 60 F and 1_.7 psia. Helium supplied to the engine pneu-
matic supply sphere must pass through a lO-micron nominal filter having
4500 psia at -100 F. Less helium may be loaded if only one start is
R-2661-_P 7.1
_[
__ hi'
r_
h,.
T
N_
_'3Wf_l_W3di_131
The J-2 engine propellant inlet ducts connect to the vehicle frame feed
system ducts by bolted flange fittings. The two engine propellant ducts
are of flexible metal construction and are identical. Each duct consists
each end of the duct, and one convoluted central member designed to
absorb axial motion during engine gimbaling, l_hen under pressure, the
engine mounted flexible section is dependent upon the vehicle duct flange
for axial restraint. Accordingly, the vehicle duct flange at the engine
axes.
R-f661-_P 7.3
215 lb/;in. The bending spring rate for vehicle connecting end flange
tilt is h.75 ft-lb/deg,about a point 2 in. below the vehicle flange. For
2 in. below the vehicle flange. The inlet line customer connect flanges
are dimensioned to a nominal free position. The above spring rate may
of the flange.
within the following tolerance with respect to the engine flange posi-
deg relative to a plane through the pump axis and the engine
centerline.
R-2661-_P 7._
| i J i i J
The engin_ [n|et flexible ducts are designed to withstand 500 gimbal
here, when tile ducts are at design operating pressure. Under zero pres-
sure, the ducis will withstand 3000 Oycles without fatigue failure.
Propellant duct flanges are designed for use _itil a Naflex-type self-
energizing double seal. This seal is designed expressly for the joint,
R-2661-_P 7.5
IlO (_ K E T DY!P'_ E
DIVI61ON OP" NOMTH AMKPIICAN AVIATION. II_C.
the pump Inlet total pressure-head and the fluid vapor pressure-head.) The
(12.5 psi) at the pump inlet. Reduction of static fuel pressure at the
stresses during engine shutdown surges. The flexible duct sections sup-
plied as part of the engine propellant system will each add a pressure
drop to the vehicle propellant feed system and therefore, must be con-
The pressure drop for the fuel pump inlet duct when in the nominal posi-
tion is 0.5 psi at the nominal flourate. At the same flowrate, with the
Pressure drop for the oxidizer pump inlet duct when in the nominal posi-
tion is 0.5 psi at the nominal flowrate. At the same flowrate, with the
duct. fully extended and offset, the pressure drop is 2.0 psi.
R-2661-_P 7.6
ROCKETI_Y_ E
The engine inlet duct, ing, turbopump inlet casing, and turbopump mounting
lO0 psi above the nominal inlet, pressure in the oxidizer system and 50 psi
in the fuel system. In tetras of total pressure (surge plus nominal operat-
ing), tile limitations are 75 psia for the fuel inlet system and 132 psia
dense as liquid oxygen. The values of ducting-run length and diameter are
caused by rapid valve closure in aeries piping systems. The input data
for this program are diameter, run length, wall thickness, modulus of
elasticity, and Poisson's ratio for the ducting; the free acoustic
ing data.
R-2661-4P 7.7
IIOCKETDYNE
A DIVISION OF r40_TH A_ERICAN AViATiON. INC.
on cutoff impulse variation, the J-2 engine employs rapid main propel-
nominal closing rate_ are 1OO msec for the main oxidizer valve and
200 msec for _ the maLn fuel valve. The system surge pressures have been
evaluated for the most rapid closure anticipated under propellant flow
t rol when using 7-in. ID piping and run lengths of 15 ft for the fuel
and b.5 ft for the oxidizer ducting, As a result of these analyses, the
J-2 engine main oxidizer valve, butterfly type, has been designed to
oxygen flow. The properties of hydrogen and the value of maximum fuel
flo_crate were such that the main fuel valve, also a butterfly type,
The maximum run lengths of propellant feed ducting which generate surges
safely below the maximum surge levels, at nominal inlet pressure condi-
tions, are 15 ft for the fuel system and 6.5 ft for the oxidizer system.
The maximum run lengths are based on the use of 7-in.-ID low-pressure
po,_ed vehicles dictate run lengths greater than those mentioned, the
R-26bI-_P 7.8
IlO C I_ ETDYIE
,1_ D_vIssor_ OF" NORTH AMIEIm_AN AVIATION. IN_,
This start technique avoids the (_se of- gas generating spinner cartridges,
start tanks, etc., with the attendant complexity and possible limita-
The control system for gas generator temperature and flowrates consists
of two fixed orifices, one each in the oxidizer and fuel lines. At
mainstage these orifices are adjusted for a gas generator mixture ratio
fices, which determine the fuel and oxidizer flowrates into the gas gen-
erator are those from the respective pump discharge volutes to the gas
generator oxidizer line is less than that across the hydrogen line,
while at start, the nominal oxidizer pump inlet pressure is 32 psia and
the fuel pump inlet pressure is 25 psia. Therefore, for any given gas
generator chamber pressure, the presst_re drop across the gas generator
R-2661_4P 7.9
IIO C K E TDYI"_[ E
K
A IDtVlStON OF h_OIqT_l AMIEIqlCA/'_ A_bAT_Ot_. |NC.
dizer side, which means the oxidizer flowrate will be greater than the
results from the ratio of liquid oxygen density to liquid hydrogen den-
partially opened main fuel valve and a fully closed main oxidizer valve.
main valve, and because the oxygen pump design speed is lower than that.
drop in the oxidizer feed line during start and will preclude oxidizer-
the transition valve moves at a controlled rate to its fully open posi-
the pump inlet, pressures be no less than the nominal mainstage values.
R-2661-4P 7.1o
RO CK ETDYI'_ E
]he ,I-2 engine has been designed under the assumption that the engine
ma_n propel lanl val_ex are tile only valves in lhe vehicle propellant
that bottl the prew_lve anti the engine valve could be closed at the same
must provide for pressure relief of the space bet.ween the valves. Pres-
expansion which takes place will aft'eet an engine fuel volume of 1.50
The two propellants must be in contact witil the engine for at least
propel lanl s ,
R-2661--4P 7.1i
IIOCKETD¥_E
A O_VISION Off NOrTh-4 AM_:IBIICAN AVCJC_T_ON, INC.
ELECTRICAL
establish ignition in the gas generator and thrust chamber, and ml ASI
SB_UENCE CONTROLLER
the start, cutoff, and restart phases of flight. Provisions have been made
Ignition is established in the gas generator and main chamber with re-
28 vdc into 15,000 v which dlscharges across the spark gap at a rate of 50
"t
R-2661-_P 8.1
,
Heaters to maintain controller components at an operational
.
Energizing coatrol sequencing system
Power definition and usage requirements for both dc and ac current are
start)
solenoid control)
R-2661-_P 8.3
II_ (.) ( "I_ ! -"i" l) '%" ._ ! :_
(Y
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RO CK ETDYN E
& DIVISION Ol r NOIIITI"I AMIIIIICAN AVI/I_"I"|ON, INP--..
'"'-',141111111
INSTRUMENTATION
sequence signals. •
provided from the electrical pneumatic package. These are the only
tation tap provisions also are made in anticipation of the users needs
for flight.
Flowmeters
impulses per revolution and turns approximately 3600 rpm at nominal flow.
R-2661-z_P 9.1
1:_0 C K E T D¥ I'_ E
A DIVISION OF NO_ITH AMIr_I_ICAN AVIATION, I_P_-_
TABLE 9.1
Parameter
Cutoff Signal
R-2661-_P 9.2
IlO CK E T DYI'q_ I_
A DIV_8_ON OF" NOMTM AMKRICAN AVIAT#O_. IN r"
TABLE 9.1
(Continued)
Parameter
Hydrogen Flow
R-2661-_P 9.3
flOCK ETDY_E
A OIVISLON OF _'_ORTH AMI_IC_*N AV_ATZQN. IN_--_
per revolution and turns approximate]y 2h00 rpm at nominal flow. These
To fully evaluate the propulsion system during flight, the vehicle manu-
facturer must supply instrumentation for measuring the oxidizer and fuel
pump inlet pressures and temperatures. These parameters are not included
that the vehicle manufacturer locate provisions for them in the vehicle
generator. The current frequency varies directly with pump speed and is
quency current).
R-2661-hP 9.h
,J l_tO CK ]ETDYNE
A OIVIIIIO;,I OR NOATN AMI_'IIIICAN AVIATION, IN,_,,.
Fig. 9.1 and 9.2. They wi]l be sealed with a Rocketdyne Naflex seal,
P/N 404659, for nominal and low temperature applications, with a Naflex
seals he replaced with a new seal of the same type each time the plug is
removed. "
A plug as shown in Fig. 9.3 is provided with a vent hole which aligns
with the intermediate vent between two concentric seal surfaces on the
Naflex seal. This tylke plug will be provided with ports as shown in
Fig. 9.2. All other ports will be provided with blank plugs. An AND
10050-2 port is provided in the plug head connecting to the seal vent.
The AND I0050-2 plug will permit the engine user to check for primary
seal leakage under the special plug by connecting a I/8-in. tube to the
_J
R-2661-_P 9.5
/
56O -+ OO5
J'O 032 DIA TO INTERSECT
,/
!
ll-2(m i-PiP 9. _,
lt,E£_q[ "1._ E_.'II" lid"lit i'_ Ill
I {ACCEPTABLE OUTLINE OF
j-.--- t RP 260 - 1003 BOSS
0.413 MIN I
i /,
/_'" ,y i
PER MIL-S-7742
i ,,,"
i ,,4" --0.030 +0.010
FULL THREADq i / r ,/ _ j | -0.000
NOTE:
THIS DESIGN TO BE USED IN LOCATIONS WHERE CUSTOMER INSTRUMEN'fA-
TION IS NOT EXPECTED TO BE REQUIRED.
0.937+_o.oo,_-I , _' _.
/
/
/
L--ONN)
ACCESSORY PROVISIONS
ACCESSORIES
1. An increase of the bolt circle to 6.00 in. dis and the outside
female spline on the accessory. Details of the pad requirements for the
accessory are shown in Fig. 10.1. The turbine manifold temperature will
and will consist of hydrogen rich steam. The rotational speed of this
t620
accessory drive is 8950 -4_0 rpm during mainstage with rotation being
clockwise viewing the engine drive pad. Torque on this accessory drive
sequence at which the significant power may be drawn from this pad is
R-2661-4P 10.1
F -6.90 DIAMETER - _---I,_f-_ SPLINE
INTERNAL
0.020 R MAX(REF)--. + 0.000 .... "
D 3. THIS
RMS
SURFACE
CONCENTRIC
TO BE FLAT WITHIN
FINISH WITHIN
0.004
5.375
TIR
DIA.
AND TO HAVE A 32,/7
itowever, tile pad and drive system is structurally suitable for 100 hp
The estimated liquid oxygen pump speed buildup during the engine start
The engine wlll supply hydrogen gas for tank pressurization at a rate of
R-2661-_P 10.3
14_ _ 417 TM K 1t::2 _1 _ l)_lk" _ •
,. :_ _ _, . _ , -., r4 _ _. A._,r i_,_ ,_,, A _ _- , ,_ _-.
bL
• 1 4-,
§
I/4dkl '033d$ dV4nd N3_,XO 01n01-1
ltO CI(ETI)YNE
The engine will supply oxygen gas for tank pressurization at a rate of
The design of the oxygen pressurization system is such that a zero flow-
essary. Figure 10.5 presents the estLmated liquid oxygen heat exchanger
operating line.
flowrates.
R-2661-_P 10.5
¢
FORM SOl-t-| PLATIE _V, |-lll
|4t()( ;K |£'I TM I)_ __ • Z
70O
(E
6O0
W
I1:
W
f).
500
l.iJ
I--
l--
bJ
_I
I.-
40O
0
tr"
LIJ BASED ON NOMINAL ENGINE
(.9 GAS SIDE TEMPERATURES
Z
,,_ AND PRESSURES
"r"
0 3O0
X
l.iJ
I 2 3 4 5
tt-2661-t_p I0.0
_0 qE7]I_ II -21 _ !1_ _bl- _ II_
A L) I'ylFICZ, r_ _F N_)RThl _:_lC _ri A'#IAT_N Ih4C
CON_fItOLS
IL
When the vehicle propellant level signal system indicates that tile oxi-
the vehicle control system will transmit a valve opening s£gnal to the
PU system serw)motor. This will cause the PU valve to open the oxidizer
pump bypass line and therefore increase the rate of oxidizer circulation
from the vehicle tank. Response time of the propellant utilization valve
The PU valve and its servomotor are supplied with the J-2 engine. A
nominal has been provided. Nominal flow through the valve is 65 lb/see
*55
of oxygen. The valve has modulating capacity to vary the flowrate to -b5
ib,'see.
R-2601-_P 11.1
IiOCKETDYNE
A OIVIIIION OW NOMY_.4 AMKAICAN AVIAYION, IN_
anical elemenls and the vehicle manufacturers portion of the system are
Servomotor
of this system is not mandatory with the J-2 engine should adequate
VEHICLE
PROPELLANT
LEVEL SIGNAL
SYSTEM ¢ %__
I I
! o
II
I I
CONTROL
WINDING
VEHICLE
SYSTEM ' I
CONTROL i:
AMPLIFIER 1 !
I
!
!
,I
WINDING _ )
POWER _
SERVOMOTOR
PUMP BYPASS
)
kk_p
OXIDIZER
ENGINE SUPPLIED
COMPONENTS_
0
11.3
I_tOCK ETDY_E
A OIVIIION Olin" NON"rM AMERICAN AVIATION. INC.
HANDLING
Aerospace ground equipment (AGE) proposed for use with the J-2 engine is
as follows:
CHECKOUr EQUIPM_T
1. Pneumatic Panels
2. Flowraters
3. Test Panel
4. Control Panel
HANDLING EQUIPMENT
I. Engine Handier
2. Handling Sling
R-2661-_P 12.1
TEST EQUIPHEWr
STORAGE
+140 F. Reliability and engine life will not be degraded after three
(for maintenance).
R-2661-_P 12.2
IiO C K I5 T I)Yl'_ I_
A. DIVISION OI r NO_T_-_ AMwIqlCAN AVIATION. I_1 e_
DOMESTIC SHIPPING
be mounted t,o the trailer, shrouded for protection from the elements, and
as follows:
Width, in. 80
Height, in. 88
Width, in. 96
HANDLING LOADS
R-2661-$P 12.3
flOCK ETDYr'_ E
A OiVIIION Off' NOI_TH AMg_ICAN AViATiON. ING.
ENGINE BU ILDVP
rotational provision.
The engine is equipped with fittings for attachment of vertical and hori-
the positive side. The handling fixture mounting fittings are in the
same plane on the opposite side. The engine axes are shown in Table 5.1.
made on the J-2 engine for installation in a vehicle although the engine
with a lift truck. When using the horizontal sling for multiengine in-
, facilitate moving the engine into position with the X plane positive
R-2661-_P 12.4
All separable hot gas and propellant flanges, and connections in the
J-2 engine configuration, are equipped with a dual static seal cbntBin-
bility (Fig. 13,1). #terns 1 through 35 (Table 13.1) are of this type.
The threaded 1/8 in. drain port may he routed overboard through a leak-
The dynamic seal drain ports on both main propellant valves are equipped
with vent port check valves (Table 13.1 items 36 through 39). I{ydrogen
leakage from the main propellant valve into an enclosed boattail (i.e.,
phragm in the valve design. Because the main oxidizer valve shaft seal
vent ports are located below the main gate lipseal, liquid oxygen leakage
from these vent ports can only occur through failure of the main gate
seal.
and hydrogen) are located at the gas generator inlets. The liquid oxygen
R-2651-kP 13.1
,2
e_ c_
;J ej
+_-_
hi3
=
,-4
g., g.,
¢¢
B []
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F-. F-4
...1
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0
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0
=
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=
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o
=
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B 0 -,,-,I
0 r._
e_
•,--_ _
_ ._ 0 c_ >
c_
13o
m
L_
R-2661-_P 15.5
fo,_ fo.._ _
I_ ' _,_ c_
.r--_
[z..] +0.._
O O
O
k4
-P-4
"U
fo
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1t-2661-_P 1"5, _,
HOCK E T DYlq_ E
A OIVISION OI r NONT)'I AMClIIICAN AVIATION. 'NC*
bleed line (Table 13.1, Stem 40) and the fuel bleed line (Table 13.1,
Two bleed lines from the liquid oxygen turbopump (Table 13.1, items 42
bleeds drain two side-by-side cavities, one containing hot turbine gases
and the other liquid oxygen. The oxidizer pump seal bleed will be
pump turbine seal bleed will be plumbed to atmosphere along the thrust
The hydrogen turbine hot gas bided line (Table 13.1, item _) will be
R-2661-_P I_.7
l_tO CK ETDY_E
A OIVISlloN lOP NlooRTH AMEIIIICAN AVIATION. IN_
CONNECT POINTS
1. Power input, dc
2. Power input, ac
3. Vehicle signals
I,
4. Clustering Connection
5. Instrumentation
R-2661-_P 14. I
IIO CK ETI}YN IE
A r_lViSl_N O_ Ir NOI_II"H _MIERICArq AViATiON. INC.
Stub tubes are provided where practical for brazing engine plumbing to the
is made on the engine for two subsequent tube disconnecting cuts and re-
Fitzure II_ 1 ._hows the stub length_ of tube required 1o make various nt,mbet._
of lebraTe_. Figure lh+2 st}+J_,'s llle space requirements for a brazed .j+)]nt
I'hose heat, lng ('oil assemhlte_ hold the tubes in i}ostlion t%r brazing, pl(;+,J<l+ +
1'._ coolant gas fl.w through lhe electrodes, and provide for flow of il]ol I
ga,_ (,vet lh+. ,io]nt; _'hile at elevated temperature, rhe coil assembly is
¢
- H - -• BRAZED TUBE
JOINT
7 FOR INDUCTION-
V//K\"{',.\\\\\\\\\\\\\\\\\\\\\\\\\_
J D
...... )__
---2 REBRAZES
REBRAZES
/ /---
/
4 REBRAZES
i
Nora i hal
Tub {' ii_ ()()(}
-. I)()()
9ize, in
Hinimum Values
NOTF,_:
1. I,(:n_lh._ in{:lu(|(, multil)l{, cut,,)ff and rebraz(, CO|ISL'I(_II_|{,iOII
I)
I] i._ equal Lo lvn_t_h of sle(,v(, Lo allow for" COml)lVI(' sl{'{,;(_
II-2()() 1-4P
A" ! , LENGTH
' U--Iw
/,-"x _ ,C" (/ , LENGTH _ : i
,, } / _ _ / ) OF UNION -/ f----t -- -- . --_ 1
4/",,\ j_2 ! ] T•
I/ (: [ F+. 00()
- 0() 5
NOTE:
1. A dimension_ based on swaged tube (liameT_er (hl .loini
R-2()()I-4P I It . +'l