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262 SMITHSONIAN ANNALS OF FLIGHT N? 10257, FIGURE 3.—Gas-turbine for which Swedish patent 10,257 was received in 1897. After having completed the design of the gas turbine and made a number of tests on this one, Unge found that the ballistite propellant was difficult to handle and, most of all, it did not provide as much gas an gunpowder. The results of the ballistite experiments forced Unge back to a propellant composition of 78.3% niter, 8.4% sulphur, and 13.3% carbon. Later on this composition was changed to 81.3% niter, 5.4% sulphur, and 13.3% carbon. These compositions made optimum use of the qualities of the turbine, but they gave Unge yet another problem to solve. It turned out to be impossible to store a charged rocket because the propellant shrank and cracked during drying, and this resulted in an explosion because of the increase in the burning area. The first idea tried, in which it was intended to retain the moisture with gypsum, turned out to be useless, because even if the gypsum swelled in absorbing the water, it, too, shrank after 3 or 4 days. Tests over several years at the turn of the century finally solved the problem: when mixed with 0.1- 0.6% of a nonvolatile oil, the propellant always tried to expand after having been pressed into the rocket-body. To prevent the propellant charge from expanding along the central axis of the rocket, a plate with the same geometrical form as the end surface of the propellant was fastened immediately after the propellant had been pressed into the rocket body. This technique was patented in most countries in 1903. To simplify manufacturing of the rocket, the propellant in its final form was shaped in small cylindrical pieces (cartouches) covered with paper or felting soaked in oil (Figure 6 and 7). This cover served three purposes: first to make the charge elastic when pressed into the body, second to protect the propellant when transporting and handling the rocket, and third, to provide a heat insulation around the charge. Rockets fitted with this propellant could be stored for years unaffected by temperature changes between —25°C and -j-30°C ( —15°F and +85°F), and still deliver the same thrust when fired. Unge heat tested the propellant from -20°C to +80°C (-5°F to + 175°F) without any trouble. The use of the gas turbine and the new storage propellant also brought into use higher pressures than before, and this forced Unge to give
NUMBER 10 263 FIGURE 4.—The lightweight launching barrel consisting of cylindrically arranged guides. Photo from Armemuseum Archives, Sweden. FIGURE 5.—The first known ballistite rocket, fired 12 September 1896 in Stockholm. In Tekniska Museet, Stockholm. FIGURE 6.—Rocket manufactured according to the cartouche system. Photo from Armemuseum Archives, Sweden.
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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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40 SMITHSONIAN ANNALS OF FLIGHT 0 1
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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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46 SMITHSONIAN ANNALS OF FLIGHT com
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48 SMITHSONIAN ANNALS OF FLIGHT T,
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50 SMITHSONIAN ANNALS OF FLIGHT pla
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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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130 SMITHSONIAN ANNALS OF FLIGHT ce
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132 SMITHSONIAN ANNALS OF FLIGHT of
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138 SMITHSONIAN ANNALS OF FLIGHT FI
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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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170 SMITHSONIAN ANNALS OF FLIGHT I
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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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204 SMITHSONIAN ANNALS OF FLIGHT te
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208 SMITHSONIAN ANNALS OF FLIGHT 6.
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