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94 SMITHSONIAN ANNALS OF FLIGHT FIGURE 3.—The ORM rocket engine was designed and tested on the stand in 1931. The propellant components were pressure-fed from the tanks by compressed nitrogen. The engine was tested with the nozzle directed upwards. The ORM-1 had 93 parts. Experimental piston-type propellant pumps driven by gases bled from the combustion chamber were designed and tested in 1931-32. In 1932, Department II of the GDL designed and tested experimental engines from ORM-4 through ORM-22 to find the best type of ignition, methods of start-up, and mixing systems for various propellant components. When these engines underwent static tests in 1932, the oxidizers used were liquid oxygen, nitrogen tetroxide, nitric acid, and nitrogen tetroxide dissolved in nitric acid; the fuels were gasoline, benzene, toluene, and kerosene. The ORM-4, ORM-5, ORM-8, ORM-9, and ORM-12 engines underwent several score of firing tests. With the pressure in the combustion chamber up to 50 atm (gauge), the engines were run for up to one minute. Spark plugs and pyrotechnical ignition were used. The internal diameter of the cylindrical steel combustion chambers of the ORM-4 through ORM-8 engines was 40 mm. The combustion chamber of the ORM-9 engine had an internal diameter and height of 90 mm and a thermal ceramic lining 10 mm thick (zirconium dioxide or magnesium oxide with soluble glass). Its nozzle, 15 mm in diameter, was plated with an 8-mm layer of red copper. The combustion chamber and nozzle in the ORM-12, of the same dimensions as those in the ORM-9, were copper-plated. So that the best method for supplying propellant components could be selected, various types of injectors were tested in the engines: the ORM-4 engine was provided with spray injectors, the ORM-5 with spray-split type, and the ORM-8 with split injectors. In the ORM-9 engine the split injector was located in the combustion chamber head opposite the nozzle (see Figure 4). In the ORM-11, it was placed on the wall of the cylindrical combustion chamber. The ORM-12 engine already featured two separate swirl injectors, one for oxidizer and the other for fuel. The injectors, provided with non-return valves, were arranged opposite each other on the wall of the cylindrical combustion chamber (see Figure 5). The ORM-16 engine had swirl injectors of a more advanced design.
NUMBER 10 FIGURE 4.—The ORM-9 engine, designed and tested in 1932, used liquid oxygen with gasoline. FIGURE 5.—ORM-12 engine, designed and tested in 1932. It operated on lox with gasoline and nitric acid or nitrogen tetroxide solutions in nitric acid with kerosene. For fuel injection, use was made of centrifugal nozzles with nonreturn valves. FIGURE 6.—Piston pump assemblies ORM-A, NA, and TNA. 95
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I L SfS HK5M SMITHSONIAN ANNALS OF
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A Bibliographic Note The series Smi
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SMITHSONIAN ANNALS OF FLIGHT Throug
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VI SMITHSONIAN ANNALS OF FLIGHT 19.
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1 Some Jet Propulsion Formulas of O
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NUMBER 10 — — —— . . . -
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SMITHSONIAN ANNALS OF FLIGHT FIGURE
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During these years, in which the fu
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10 SMITHSONIAN ANNALS OF FLIGHT the
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12 SMITHSONIAN ANNALS OF FLIGHT FIG
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18 3. French Patent 318,667, 13 Feb
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20 SMITHSONIAN ANNALS OF FLIGHT tie
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Appendix Considerations Concerning
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NUMBER 10 In the present case, ther
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NUMBER 10 27 III Let us consider wh
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NUMBER 10 29 = 2100 sec, the rate w
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NUMBER 10 31 bring us far away from
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34 SMITHSONIAN ANNALS OF FLIGHT pro
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36 SMITHSONIAN ANNALS OF FLIGHT C \
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42 Figure 15. The dispersion of the
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Page 67 and 68: Robert H. Goddard and the Smithsoni
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Page 77 and 78: NUMBER 10 tion for a U.S. patent on
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Page 85 and 86: Recollections of Early Biomedical M
Page 87 and 88: NUMBER 10 r FIGURE 2.—First biome
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Page 91 and 92: Astrodynamics is defined in terms o
Page 93 and 94: NUMBER 10 83 But it should be recog
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Page 97 and 98: Vladimir Mandl: Founding Writer on
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Page 101 and 102: 10 Developments in Rocket Engineeri
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Page 117 and 118: NUMBER 10 that the possibility of a
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Page 125 and 126: NUMBER 10 115 The undertaking we ha
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15 Ludvik OcenaSek: Czech Rocket Ex
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NUMBER 10 159 FIGURE 2.—Ludvik Oc
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NUMBER 10 161 FIGURE 5.—Ludvik Oc
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NUMBER 10 163 FICURE 6.—a, Launch
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NUMBER 10 165 quarry near Prague. E
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168 SMITHSONIAN ANNALS OF FLIGHT re
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17 First Rocket and Aircraft Flight
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NUMBER 10 179 The rocket project wa
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NUMBER 10 181 FIGURE 2.—Second st
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NUMBER 10 FIGURE 3.—DM-2 ramjet e
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18 On Some Work Done in Rocket Tech
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NUMBER 10 187 FICURE 3.—Launching
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NUMBER 10 189 on the smoked tape. A
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NUMBER 10 191 FIGURE 9.—Indicatin
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NUMBER 10 193 FIGURE 13.—Control
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NUMBER 10 195 2000 rpm by rotating
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NUMBER 10 197 Lubricant ^ 9a' " FIG
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NUMBER 10 199 of radio signals to t
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NUMBER 10 201 1. Register of experi
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A^ -/••••••.\ D+ VE •
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240 diesel fuel and lox began on th
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242 14 May 1940: Reviewed layout fo
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248 SMITHSONIAN ANNALS OF FLIGHT th
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NUMBER 10 253 FIGURE 6.—a, Model
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NUMBER 10 255 FIGURE 9.—Winged ro
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NUMBER 10 257 6. Small gyroscopic a
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262 SMITHSONIAN ANNALS OF FLIGHT N?
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264 B C FIGURE 7.—Drawing from Sw
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266 SMITHSONIAN ANNALS OF FLIGHT in
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24 Some New Data on Early Work of t
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NUMBER 10 271 jy.. FIGURE 3. /# £
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NUMBER 10 273 conclusions, which we
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NUMBER 10 275 thrust engines. A for
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25 Early Developments in Rocket and
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NUMBER 10 279 Time reference 5 sec
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NUMBER 10 281 During measurement of
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NUMBER 10 283 First Personal Involv
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NUMBER 10 285 on the Wasserkuppe, o
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288 SMITHSONIAN ANNALS OF FLIGHT Ch
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27 Annapolis Rocket Motor Developme
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NUMBER 10 297 I remember being so f
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NUMBER S P. (P»i) P, (psi) Po (psi
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NUMBER 10 301 Figure 6 shows these
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304 Frank-Kamenetskiy, D.A., 193 Fr
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306 SMITHSONIAN ANNALS OF FLIGHT Ro
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TUT10N NOIifUIISNt NVINOSHlitNS S3f
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