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150 SMITHSONIAN ANNALS OF FLIGHT CHAMBER PRESSURE GAGE 0-300 ttes£*vr NtT/WKN FOR PHOT wuve 3YLPHON BELLOWS REACTION GA6C o-eoo~ EMCROCMCY tteUhSE \h\LV£ QUICK OPENING AMERICAN ROCKET SOCIETY TESTING STAND I SHEET NO- ONE SCHEMATIC PIPING UtYOvf DESIGNED BV ' JOHN 3HEZTA H. FBAMMLIN PtCRCC DRAWN ay men iiMecm it a.* - ai FIGURE 12.—Schematic Diagram of Proving Stand No. 2. From Astronautics, no. 42 (February 1939), p. I. that the Society's first proving stand, while practical for short runs of motors of less than one hundred pounds thrust, was too small for the sort of tests now indicated. Shesta was asked to build a new, bigger and better stand, aided by Wyld, Alfred Africano, Peter van Dresser, and others. The group immediately started work on the project. 20 During the period required for completion of the new stand (Figures 12 and 16), the Experimental Committee turned to the problem of aerodynamic design, and began a series of tests, with solid-propellant rockets of many sizes and shapes, undertaken to determine empirically some of the principles of rocket stability and guidance in flight, as well as the mechanics of catapults and other launching schemes, flight stabilization devices, and parachutes and parachute releases. These tests were carried on at several sites, principally one near Pawling, New York. The solidpropellant rocket vehicles tested, shown in Figures 13 and 14, were made by members of the Society, and consisted of head-drive and tail-drive types, long bodies, short bodies, finned and unfinned rockets, and many other varieties all propelled by commercial skyrocket motors. The tests continued at intervals over about four years, beginning in the summer of 1935 and continuing until November 1939. The results of all these tests were reported in detail in Astronautics. 21 During the latter part of this period the liquid-
NUMBER 10 151 propellant motor tests were resumed, and now began to repay the effort. Motors of increasing effectiveness and sophistication began to appear for testing. The Wyld regenerative motor (Figure 15) most successful of all, was first presented in idea form in an article by Wyld in the April 1938 Astronautics. The same issue carried an article describing a new experimental motor by Midshipman Robert C. Truax of the United States Naval Experiment Station, and an account of its performance at tests carried out at Annapolis. 22 Shortly after disclosing his idea, Wyld constructed a working model of his motor. It received its first test on the Society's new proving stand (Figure 16) at New Rochelle, New York, on 10 December 1938, FIGURE 13.—H. F. Pierce, with solid-fuel rockets of various designs tested by the Committee to determine the best aerodynamic shape and other characteristics of high-altitude rockets. These tests took place principally at a site near Pawling, New York, where this picture was taken in 1935, during one of the earliest series. These rockets and those in Figure 14, were constructed by various members of the Experimental Committee and were powered by commercial 4-pound and 6-pound skyrocket motors. FIGURE 14.—Members of the ARS Experimental Committee at Midvale, New Jersey, in summer 1937. From left, Shesta, Healy, Pendray, and Africano. Photos from Pendray Collection, Princeton University Library. delivering a thrust of somewhat over 90 pounds and producing a jet velocity of well over 6,000 feet per second. Because of an oxygen shortage at the test site that day, the first run was brief—only about 13i/^ seconds. 23 Also tested, earlier on this day, were a tubular monel motor built by Pierce and a tubular regenerative motor submitted by Truax. The Wyld motor (Figure 17) was subsequently tested more fully in runs on the ARS No. 2 proving stand at Midvale, New Jersey, on 8 June 1941, 24 and again on 22 June and 1 August. 25 Other interesting motors also tested on these occasions included those submitted by Africano (Figure 18), 26 with the Society, co-winner of the REP-Hirsch Prize in 1936; 27 by Robertson Youngquist (Figure 19), then a stu-
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A Bibliographic Note The series Smi
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SMITHSONIAN ANNALS OF FLIGHT Throug
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1 Some Jet Propulsion Formulas of O
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SMITHSONIAN ANNALS OF FLIGHT FIGURE
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During these years, in which the fu
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18 3. French Patent 318,667, 13 Feb
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Appendix Considerations Concerning
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NUMBER 10 In the present case, ther
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42 Figure 15. The dispersion of the
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Robert H. Goddard and the Smithsoni
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NUMBER 10 to help Mr. Goddard in de
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NUMBER 10 61 flash powder which mig
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NUMBER 10 63 FIGURE 5.—Modificati
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NUMBER 10 tion for a U.S. patent on
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NUMBER 10 69 70. Goddard to Abbot,
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Recollections of Early Biomedical M
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NUMBER 10 r FIGURE 2.—First biome
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FIGURE 4.—Presentation by Dr. Con
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Astrodynamics is defined in terms o
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NUMBER 10 83 But it should be recog
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NUMBER 10 85 were experimenting in
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Vladimir Mandl: Founding Writer on
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NUMBER 10 89 PATENTNl OftAD REPUBLI
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10 Developments in Rocket Engineeri
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NUMBER 10 93 FIGURE 2.—The first
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NUMBER 10 FIGURE 4.—The ORM-9 eng
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NUMBER 10 97 FIGURE 9.—ORM-50 eng
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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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NUMBER 10 253 FIGURE 6.—a, Model
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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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24 Some New Data on Early Work of t
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NUMBER 10 271 jy.. FIGURE 3. /# £
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NUMBER 10 275 thrust engines. A for
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NUMBER 10 281 During measurement of
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27 Annapolis Rocket Motor Developme
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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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