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190 FIGURE 8.—General view of KB-7 test station (top) and section of firing bay: 1, firing bay; 2, shaft for escape of spent gases. For remote observation of pressure change in the propellant tanks during starting, and for automatic switching of separate rocket elements, miniature pressure gauges (Figure 16) of the contact and rheostat type, which at the same time functioned as time relays, were used. These instruments and also the squibs for explosive valves were manu SMITHSONIAN ANNALS OF FLIGHT factured in the electrotechnical laboratory of KB-7 (Ye. M. Kurilov). Utilization of the system of explosive valves, calibrated bursting diaphragms, pressure and time relays, switched into a united electric system, made launching of the rocket fully automatic. A mobile field shop on a truck and a mobile
NUMBER 10 191 FIGURE 9.—Indicating sensor for remote pickup of pressure. control panel on a trailer were organized on the launching range for preparation of rockets for starting and for effecting launching. After these measures had been undertaken, within a short time drawings for manufacturing R-03 and R-06 rockets were issued, the models underwent wind-tunnel tests in the Central Institute of Aerohydrodynamics (TSAGI), a series of the rockets were manufactured, and required tests were carried out on the test stand. A general view of the final version of the R-03 rocket, and of the M-3 engine for this rocket, is given in Figure 17. The main characteristics of the rocket were: diameter, 200 mm; length, 2600 mm; launching weight, 34 kg; fuel weight, 12.5 kg; thrust, 120 kg; time of engine operation, 21 sec; flight range, 8500 m. Those of the R-06 rocket did not differ much from the parameters established in Osoaviakhim. Changes made in the design of this R-06 rocket, when a series was manufactured, were limited to replacement of starting equipment and introduction of two-step starting of the engine, instead of a prolonged one-step starting. From early 1937 to February 1938, ten R-03 rockets and nine R-06 rockets were launched (see Figure 18) at different angles to the horizon. Inflight stability of the rocket depended greatly on the speed and direction of the wind. Maximum inclined flight range reached by the R-03 was about 6 km, by the R-06, about 5 km. Work on Improving the Rocket Design Beginning in 1936, together with work on the R-03 and R-06 rockets at KB-7, research and development was undertaken on (1) engines and fuel, and (2) providing in-flight stability for rockets. FIGURE 10.—Tank suspension on dynamometer (pressure pickup) for remote determination of lox weight in tank during engine testing: 1, load cell; 2, tank containing lox. ENGINES AND FUEL Study of different ignition systems for combustible mixtures proved that the most reliable system was to use a multispark plug mounted on a pipe through which hydrogen was supplied to the chamber during launching. This device was inserted into the chamber from the side of the nozzle. Experiments on finding thermal-protective coatings for nozzle and chamber were carried out in cooperation with the Kharkov Refractory Insti- a & FIGURE 11.—Rotameter circuit for remote measurement of fuel flow rate, showing (right) connection of unit for telemetry transmission of rotameter readings: 1, pickup; 2, selsyn.
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A Bibliographic Note The series Smi
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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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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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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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42 Figure 15. The dispersion of the
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44 SMITHSONIAN ANNALS OF FLIGHT sys
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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 65
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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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72 SMITHSONIAN ANNALS OF FLIGHT lif
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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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NUMBER 10 99 Section along AA Firin
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NUMBER 10 101 FIGURE 13.—The expe
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11 A Historical Review of Developme
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NUMBER 10 105 FIGURE 5.—Lithergol
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NUMBER 10 that the possibility of a
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NUMBER 10 109 the contrary; we then
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NUMBER 10 111 rocket combustion cha
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12 On the GALCIT Rocket Research Pr
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NUMBER 10 115 The undertaking we ha
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NUMBER 10 117 advise on the support
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NUMBER 10 methyl-alcohol rocket mot
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NUMBER 10 121 5. "Rocket Performanc
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NUMBER 10 123 FIGURE 5.—Overall v
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NUMBER 10 on the possibility of usi
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NUMBER 10 33. Letters (note 14). 34
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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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NUMBER 10 255 FIGURE 9.—Winged ro
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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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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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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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