top of page
Aerospace Engineer
Liquid Rocket Engine
I think liquid rocket propulsion is the the holy grail of engineering. A liquid rocket engine's power-to-weight ratio is orders of magnitude greater than that of car or jet engines and they must be light and strong enough to survive the flight to orbit. There are areas within the injector and combustion chamber where the temperature differential is around -300F to 5000F within a few millimeters. Rocket engines are hard to design and build but I wanted to try anyway.
Typically, only governments, corporations, and large well-funded student teams with support from professors make successful liquid engines. My goal, however, was design, build, and test a liquid engine by myself in four months while taking 6 classes during my final semester at MIT. I used knowledge gained from my internships at SpaceX and JPL, from several textbooks, and advice from friends in the industry.
Since I only had enough time to make one engine, I decided to set very ambitious requirements. After a few trade studies, I decided that the engine should use liquid oxygen (LOX) and kerosene propellants (same combination as the Saturn V and Falcon rockets), produce 5kN (1120 lbf) thrust, and be mass optimized for flight. For propellant injection I designed a pintle type injector with fuel film cooling. Every part except the ablative thrust chamber assembly was designed to be reusable.
Since the only space I had on campus was my dorm room, I converted it to a bureaucracy-free mini rocket laboratory. Designing, building, and testing this engine (and test stand) took hundereds of hours to complete but I think I learned more from the project than from my 4 years at engineering school. Two weeks before I graduated, I successfully static fired my engine for 3 seconds. Developing this engine has been my most rewarding project yet and I plan to build larger and more efficient engines in the future.
Static Fire Video
Part I. System Modeling and Trade Studies
The test stand fluid system P&ID was developed in conjunction with the engine to ensure that sufficient propellant flow rates and pressures could be provided.
The RPA software was used to quickly iterate through initial concept trades before writing a custom design code.
For example, this plot shows Isp vs mixture ratio - an important trade between chamber temperature and specific impulse. Material properties limit the max chamber temperature.
For example, this plot shows Isp vs mixture ratio - an important trade between chamber temperature and specific impulse. Material properties limit the max chamber temperature.
The temperatures at each chamber station will determine the materials used at each section of the thrust chamber assembly.
This collection of Python codes is used to design and optimize parts in the engine. It outputs fluid requirements and parameters for designing the engine's mechanical structure.
This code was written to design the pintle injector parameters, flow conditioning orifices, and film cooling injectors.
The test stand fluid system P&ID was developed in conjunction with the engine to ensure that sufficient propellant flow rates and pressures could be provided.
The RPA software was used to quickly iterate through initial concept trades before writing a custom design code.
For example, this plot shows Isp vs mixture ratio - an important trade between chamber temperature and specific impulse. Material properties limit the max chamber temperature.
For example, this plot shows Isp vs mixture ratio - an important trade between chamber temperature and specific impulse. Material properties limit the max chamber temperature.
The temperatures at each chamber station will determine the materials used at each section of the thrust chamber assembly.
This collection of Python codes is used to design and optimize parts in the engine. It outputs fluid requirements and parameters for designing the engine's mechanical structure.
This code was written to design the pintle injector parameters, flow conditioning orifices, and film cooling injectors.
The test stand fluid system P&ID was developed in conjunction with the engine to ensure that sufficient propellant flow rates and pressures could be provided.
The RPA software was used to quickly iterate through initial concept trades before writing a custom design code.
For example, this plot shows Isp vs mixture ratio - an important trade between chamber temperature and specific impulse. Material properties limit the max chamber temperature.
For example, this plot shows Isp vs mixture ratio - an important trade between chamber temperature and specific impulse. Material properties limit the max chamber temperature.
The temperatures at each chamber station will determine the materials used at each section of the thrust chamber assembly.
This collection of Python codes is used to design and optimize parts in the engine. It outputs fluid requirements and parameters for designing the engine's mechanical structure.
This code was written to design the pintle injector parameters, flow conditioning orifices, and film cooling injectors.
The test stand fluid system P&ID was developed in conjunction with the engine to ensure that sufficient propellant flow rates and pressures could be provided.
The RPA software was used to quickly iterate through initial concept trades before writing a custom design code.
For example, this plot shows Isp vs mixture ratio - an important trade between chamber temperature and specific impulse. Material properties limit the max chamber temperature.
For example, this plot shows Isp vs mixture ratio - an important trade between chamber temperature and specific impulse. Material properties limit the max chamber temperature.
The temperatures at each chamber station will determine the materials used at each section of the thrust chamber assembly.
This collection of Python codes is used to design and optimize parts in the engine. It outputs fluid requirements and parameters for designing the engine's mechanical structure.
This code was written to design the pintle injector parameters, flow conditioning orifices, and film cooling injectors.
The test stand fluid system P&ID was developed in conjunction with the engine to ensure that sufficient propellant flow rates and pressures could be provided.
The RPA software was used to quickly iterate through initial concept trades before writing a custom design code.
For example, this plot shows Isp vs mixture ratio - an important trade between chamber temperature and specific impulse. Material properties limit the max chamber temperature.
For example, this plot shows Isp vs mixture ratio - an important trade between chamber temperature and specific impulse. Material properties limit the max chamber temperature.
The temperatures at each chamber station will determine the materials used at each section of the thrust chamber assembly.
This collection of Python codes is used to design and optimize parts in the engine. It outputs fluid requirements and parameters for designing the engine's mechanical structure.
This code was written to design the pintle injector parameters, flow conditioning orifices, and film cooling injectors.
The test stand fluid system P&ID was developed in conjunction with the engine to ensure that sufficient propellant flow rates and pressures could be provided.
The RPA software was used to quickly iterate through initial concept trades before writing a custom design code.
For example, this plot shows Isp vs mixture ratio - an important trade between chamber temperature and specific impulse. Material properties limit the max chamber temperature.
For example, this plot shows Isp vs mixture ratio - an important trade between chamber temperature and specific impulse. Material properties limit the max chamber temperature.
The temperatures at each chamber station will determine the materials used at each section of the thrust chamber assembly.
This collection of Python codes is used to design and optimize parts in the engine. It outputs fluid requirements and parameters for designing the engine's mechanical structure.
This code was written to design the pintle injector parameters, flow conditioning orifices, and film cooling injectors.
Part II. Mechanical Design and Analysis
II.i. Injector Design Evolution
Final injector design.
Initial sketches
First CAD model
Refining CAD model
First concept sketch of final design iteration
Developing the final design
Final injector design.
Initial sketches
First CAD model
Refining CAD model
First concept sketch of final design iteration
Developing the final design
Final injector design.
Initial sketches
First CAD model
Refining CAD model
First concept sketch of final design iteration
Developing the final design
Final injector design.
Initial sketches
First CAD model
Refining CAD model
First concept sketch of final design iteration
Developing the final design
Final injector design.
Initial sketches
First CAD model
Refining CAD model
First concept sketch of final design iteration
Developing the final design
The final injector assembly design balances mass combustion efficiency, and machinability.
This design is centered around the pintle injector design which is known to have no significant combustion instabilities due to the counter-rotating gas flow in the combustion chamber.
Pintle injectors require tight tolerances. This design has simple centering features that are easy to machine and guarantee the fuel flow rate to +/- 10%. To prevent warping, no parts were welded to parts responsible for pintle centering. Instead, the mounting clevises and fuel film cooling port were welded to a flat plate that is bolted over the film cooling duct.
Pintles are also susceptible to melting. Copper, which has a high thermal conductivity, was used to transfer heat from the outer surface of the pintle tip to the liquid oxygen in the inner surface.
Arguably the best part of this injector assembly design is the well distributed fuel flow with little accumulated propellant volume. This ensures efficient and uniform combustion and prevents excess propellant dribble on startup and shutdown.
II.ii. Injector and Propellant Manifold Design
Visible from this view is the Ox inlet, film cooling duct transfer tube, and the fuel annulus pressure port.
Assembled injector assembly.
This view shows the fuel annulus pressure port that taps into the fuel pressure directly before injection.
Section view on the fuel inlet plane.
Pintle tolerance stackup.
Visible from this view is the Ox inlet, film cooling duct transfer tube, and the fuel annulus pressure port.
Assembled injector assembly.
This view shows the fuel annulus pressure port that taps into the fuel pressure directly before injection.
Section view on the fuel inlet plane.
Pintle tolerance stackup.
Visible from this view is the Ox inlet, film cooling duct transfer tube, and the fuel annulus pressure port.
Assembled injector assembly.
This view shows the fuel annulus pressure port that taps into the fuel pressure directly before injection.
Section view on the fuel inlet plane.
Pintle tolerance stackup.
Visible from this view is the Ox inlet, film cooling duct transfer tube, and the fuel annulus pressure port.
Assembled injector assembly.
This view shows the fuel annulus pressure port that taps into the fuel pressure directly before injection.
Section view on the fuel inlet plane.
Pintle tolerance stackup.
II.iii. Thrust Chamber Assembly (TCA) Design
The thrust chamber assembly consists of a welded stainless structure with an ablative phenolic liner and a graphite throat insert. This is the lightest design I could think of that was cheap and easy to manufacture.
Full engine assembly
Thrust chamber assembly
The thrust chamber assembly consists of a welded stainless structure with an ablative phenolic liner and a graphite throat insert. This is the lightest design I could think of that was cheap and easy to manufacture.
Full engine assembly
Thrust chamber assembly
The thrust chamber assembly consists of a welded stainless structure with an ablative phenolic liner and a graphite throat insert. This is the lightest design I could think of that was cheap and easy to manufacture.
Full engine assembly
Thrust chamber assembly
The thrust chamber assembly consists of a welded stainless structure with an ablative phenolic liner and a graphite throat insert. This is the lightest design I could think of that was cheap and easy to manufacture.
Full engine assembly
Thrust chamber assembly
The thrust chamber assembly consists of a welded stainless structure with an ablative phenolic liner and a graphite throat insert. This is the lightest design I could think of that was cheap and easy to manufacture.
Full engine assembly
Thrust chamber assembly
The thrust chamber assembly consists of a welded stainless structure with an ablative phenolic liner and a graphite throat insert. This is the lightest design I could think of that was cheap and easy to manufacture.
Full engine assembly
Thrust chamber assembly
The thrust chamber assembly consists of a welded stainless structure with an ablative phenolic liner and a graphite throat insert. This is the lightest design I could think of that was cheap and easy to manufacture.
Full engine assembly
Thrust chamber assembly
The thrust chamber assembly consists of a welded stainless structure with an ablative phenolic liner and a graphite throat insert. This is the lightest design I could think of that was cheap and easy to manufacture.
Full engine assembly
Thrust chamber assembly
The thrust chamber assembly consists of a welded stainless structure with an ablative phenolic liner and a graphite throat insert. This is the lightest design I could think of that was cheap and easy to manufacture.
Full engine assembly
Thrust chamber assembly
The thrust chamber assembly consists of a welded stainless structure with an ablative phenolic liner and a graphite throat insert. This is the lightest design I could think of that was cheap and easy to manufacture.
Full engine assembly
Thrust chamber assembly
Part III. Manufacturing
III.i. Injector Plate GD&T
The injector plate preforms several functions including holding and centering the pintle tip, closing out the TCA, injecting fuel for film cooling, and distributing fuel around the engine.
The injector plate preforms several functions including holding and centering the pintle tip, closing out the TCA, injecting fuel for film cooling, and distributing fuel around the engine.
The injector plate preforms several functions including holding and centering the pintle tip, closing out the TCA, injecting fuel for film cooling, and distributing fuel around the engine.
The injector plate preforms several functions including holding and centering the pintle tip, closing out the TCA, injecting fuel for film cooling, and distributing fuel around the engine.
The injector plate preforms several functions including holding and centering the pintle tip, closing out the TCA, injecting fuel for film cooling, and distributing fuel around the engine.
The injector plate preforms several functions including holding and centering the pintle tip, closing out the TCA, injecting fuel for film cooling, and distributing fuel around the engine.
The injector plate preforms several functions including holding and centering the pintle tip, closing out the TCA, injecting fuel for film cooling, and distributing fuel around the engine.
The injector plate preforms several functions including holding and centering the pintle tip, closing out the TCA, injecting fuel for film cooling, and distributing fuel around the engine.
The injector plate preforms several functions including holding and centering the pintle tip, closing out the TCA, injecting fuel for film cooling, and distributing fuel around the engine.
The injector plate preforms several functions including holding and centering the pintle tip, closing out the TCA, injecting fuel for film cooling, and distributing fuel around the engine.
III.ii. Injector Plate Machining
The injector plate was machined from 316 stainless steel. A manual lathe and mill was used for all operations. Lesson learned: use CNC machines for complicated parts like this!
Boring out the critical fuel injection annulus.
All rocket scientists need AS5202 porting tools. They make easy leak-free ports.
The injector plate was machined from 316 stainless steel. A manual lathe and mill was used for all operations. Lesson learned: use CNC machines for complicated parts like this!
Boring out the critical fuel injection annulus.
All rocket scientists need AS5202 porting tools. They make easy leak-free ports.
The injector plate was machined from 316 stainless steel. A manual lathe and mill was used for all operations. Lesson learned: use CNC machines for complicated parts like this!
Boring out the critical fuel injection annulus.
All rocket scientists need AS5202 porting tools. They make easy leak-free ports.
The injector plate was machined from 316 stainless steel. A manual lathe and mill was used for all operations. Lesson learned: use CNC machines for complicated parts like this!
Boring out the critical fuel injection annulus.
All rocket scientists need AS5202 porting tools. They make easy leak-free ports.
The injector plate was machined from 316 stainless steel. A manual lathe and mill was used for all operations. Lesson learned: use CNC machines for complicated parts like this!
Boring out the critical fuel injection annulus.
All rocket scientists need AS5202 porting tools. They make easy leak-free ports.
III.iii. Pintle Tip GD&T
This part combines the ox inlet, fuel distribution orifices, and the ox injector in a single part. All other pintle engines I've seen have at least two parts for this. This design also eliminates inter-propellant seals, which are a common cause of engines exploding.
This part combines the ox inlet, fuel distribution orifices, and the ox injector in a single part. All other pintle engines I've seen have at least two parts for this. This design also eliminates inter-propellant seals, which are a common cause of engines exploding.
This part combines the ox inlet, fuel distribution orifices, and the ox injector in a single part. All other pintle engines I've seen have at least two parts for this. This design also eliminates inter-propellant seals, which are a common cause of engines exploding.
This part combines the ox inlet, fuel distribution orifices, and the ox injector in a single part. All other pintle engines I've seen have at least two parts for this. This design also eliminates inter-propellant seals, which are a common cause of engines exploding.
This part combines the ox inlet, fuel distribution orifices, and the ox injector in a single part. All other pintle engines I've seen have at least two parts for this. This design also eliminates inter-propellant seals, which are a common cause of engines exploding.
This part combines the ox inlet, fuel distribution orifices, and the ox injector in a single part. All other pintle engines I've seen have at least two parts for this. This design also eliminates inter-propellant seals, which are a common cause of engines exploding.
This part combines the ox inlet, fuel distribution orifices, and the ox injector in a single part. All other pintle engines I've seen have at least two parts for this. This design also eliminates inter-propellant seals, which are a common cause of engines exploding.
This part combines the ox inlet, fuel distribution orifices, and the ox injector in a single part. All other pintle engines I've seen have at least two parts for this. This design also eliminates inter-propellant seals, which are a common cause of engines exploding.
This part combines the ox inlet, fuel distribution orifices, and the ox injector in a single part. All other pintle engines I've seen have at least two parts for this. This design also eliminates inter-propellant seals, which are a common cause of engines exploding.
This part combines the ox inlet, fuel distribution orifices, and the ox injector in a single part. All other pintle engines I've seen have at least two parts for this. This design also eliminates inter-propellant seals, which are a common cause of engines exploding.
III.iv. Pintle Tip Manufacturing
The pintle tip was machined from copper 110 which is very soft and tends to break small drill bits. On the third attempt, the part was machined to spec.
Yes, I know I didn't machine the mass reduction features on the flange - I ran out of time! - don't email me about it.
Machining the critical centering feature that interfaces with the injector plate.
Drilling high L/D #67 (0.032") face cooling orifices in copper is terrifying - especially when it's T-5 days from static fire!
Drilling primary ox orifices.
I haven't seen cryogenic AS5202 ports in copper before, but it worked great for my application!
The pintle tip was machined from copper 110 which is very soft and tends to break small drill bits. On the third attempt, the part was machined to spec.
Yes, I know I didn't machine the mass reduction features on the flange - I ran out of time! - don't email me about it.
Machining the critical centering feature that interfaces with the injector plate.
Drilling high L/D #67 (0.032") face cooling orifices in copper is terrifying - especially when it's T-5 days from static fire!
Drilling primary ox orifices.
I haven't seen cryogenic AS5202 ports in copper before, but it worked great for my application!
The pintle tip was machined from copper 110 which is very soft and tends to break small drill bits. On the third attempt, the part was machined to spec.
Yes, I know I didn't machine the mass reduction features on the flange - I ran out of time! - don't email me about it.
Machining the critical centering feature that interfaces with the injector plate.
Drilling high L/D #67 (0.032") face cooling orifices in copper is terrifying - especially when it's T-5 days from static fire!
Drilling primary ox orifices.
I haven't seen cryogenic AS5202 ports in copper before, but it worked great for my application!
The pintle tip was machined from copper 110 which is very soft and tends to break small drill bits. On the third attempt, the part was machined to spec.
Yes, I know I didn't machine the mass reduction features on the flange - I ran out of time! - don't email me about it.
Machining the critical centering feature that interfaces with the injector plate.
Drilling high L/D #67 (0.032") face cooling orifices in copper is terrifying - especially when it's T-5 days from static fire!
Drilling primary ox orifices.
I haven't seen cryogenic AS5202 ports in copper before, but it worked great for my application!
The pintle tip was machined from copper 110 which is very soft and tends to break small drill bits. On the third attempt, the part was machined to spec.
Yes, I know I didn't machine the mass reduction features on the flange - I ran out of time! - don't email me about it.
Machining the critical centering feature that interfaces with the injector plate.
Drilling high L/D #67 (0.032") face cooling orifices in copper is terrifying - especially when it's T-5 days from static fire!
Drilling primary ox orifices.
I haven't seen cryogenic AS5202 ports in copper before, but it worked great for my application!
III.v. TCA Manufacturing
Since the thrust chamber assembly (TCA) was a weldment of waterjet stainless it was built very quickly at a low cost (SapceX's Starship is also made this way).
I'm not an ASME-certified pressure vessel welder but it (probably) passes D17.1 class B.
Low heat input and letting it cool off between welds kept the ID warping to ~10 thou.
Gaphite nozzle throat insert.
Pro tip: machine graphite at night when the shop managers are away.
Ablative injector plate inhibitor machined from Garolite.
All parts (barely) fit on one sheet of Ebay 3/16 stainless.
Since the thrust chamber assembly (TCA) was a weldment of waterjet stainless it was built very quickly at a low cost (SapceX's Starship is also made this way).
I'm not an ASME-certified pressure vessel welder but it (probably) passes D17.1 class B.
Low heat input and letting it cool off between welds kept the ID warping to ~10 thou.
Gaphite nozzle throat insert.
Pro tip: machine graphite at night when the shop managers are away.
Ablative injector plate inhibitor machined from Garolite.
All parts (barely) fit on one sheet of Ebay 3/16 stainless.
Since the thrust chamber assembly (TCA) was a weldment of waterjet stainless it was built very quickly at a low cost (SapceX's Starship is also made this way).
I'm not an ASME-certified pressure vessel welder but it (probably) passes D17.1 class B.
Low heat input and letting it cool off between welds kept the ID warping to ~10 thou.
Gaphite nozzle throat insert.
Pro tip: machine graphite at night when the shop managers are away.
Ablative injector plate inhibitor machined from Garolite.
All parts (barely) fit on one sheet of Ebay 3/16 stainless.
Since the thrust chamber assembly (TCA) was a weldment of waterjet stainless it was built very quickly at a low cost (SapceX's Starship is also made this way).
I'm not an ASME-certified pressure vessel welder but it (probably) passes D17.1 class B.
Low heat input and letting it cool off between welds kept the ID warping to ~10 thou.
Gaphite nozzle throat insert.
Pro tip: machine graphite at night when the shop managers are away.
Ablative injector plate inhibitor machined from Garolite.
All parts (barely) fit on one sheet of Ebay 3/16 stainless.
III.vi. Integrated Film Cooling / Mounting Plate
This part consolidates all injector assembly welding to a single part to prevent warping in parts with critical dimensions. It also closes out the film cooling duct.
Waterjets make mass-reduction features easy to manufacture.
6061 structs with interference fit spherical bearings.
This part consolidates all injector assembly welding to a single part to prevent warping in parts with critical dimensions. It also closes out the film cooling duct.
Waterjets make mass-reduction features easy to manufacture.
6061 structs with interference fit spherical bearings.
This part consolidates all injector assembly welding to a single part to prevent warping in parts with critical dimensions. It also closes out the film cooling duct.
Waterjets make mass-reduction features easy to manufacture.
6061 structs with interference fit spherical bearings.
This part consolidates all injector assembly welding to a single part to prevent warping in parts with critical dimensions. It also closes out the film cooling duct.
Waterjets make mass-reduction features easy to manufacture.
6061 structs with interference fit spherical bearings.
This part consolidates all injector assembly welding to a single part to prevent warping in parts with critical dimensions. It also closes out the film cooling duct.
Waterjets make mass-reduction features easy to manufacture.
6061 structs with interference fit spherical bearings.
This part consolidates all injector assembly welding to a single part to prevent warping in parts with critical dimensions. It also closes out the film cooling duct.
Waterjets make mass-reduction features easy to manufacture.
6061 structs with interference fit spherical bearings.
This part consolidates all injector assembly welding to a single part to prevent warping in parts with critical dimensions. It also closes out the film cooling duct.
Waterjets make mass-reduction features easy to manufacture.
6061 structs with interference fit spherical bearings.
This part consolidates all injector assembly welding to a single part to prevent warping in parts with critical dimensions. It also closes out the film cooling duct.
Waterjets make mass-reduction features easy to manufacture.
6061 structs with interference fit spherical bearings.
III.vii. Integration
All parts fit together without any modifications! (Yes, the fancy A286 12-point fasteners are necessary.)
Test mounting the engine assembly on the test stand.
Great view of the fuel distribution orifices.
All parts fit together without any modifications! (Yes, the fancy A286 12-point fasteners are necessary.)
Test mounting the engine assembly on the test stand.
Great view of the fuel distribution orifices.
All parts fit together without any modifications! (Yes, the fancy A286 12-point fasteners are necessary.)
Test mounting the engine assembly on the test stand.
Great view of the fuel distribution orifices.
All parts fit together without any modifications! (Yes, the fancy A286 12-point fasteners are necessary.)
Test mounting the engine assembly on the test stand.
Great view of the fuel distribution orifices.
All parts fit together without any modifications! (Yes, the fancy A286 12-point fasteners are necessary.)
Test mounting the engine assembly on the test stand.
Great view of the fuel distribution orifices.
All parts fit together without any modifications! (Yes, the fancy A286 12-point fasteners are necessary.)
Test mounting the engine assembly on the test stand.
Great view of the fuel distribution orifices.
Part IV. Testing and Characterization
IV.i. Fuel / Ox Injector Testing
Ox (left) and fuel (right) injector flow. When combined, the two propellants mix and burn.
Annular and film orifice fuel flow.
Not to brag, but this is the most uniform fuel flow I've ever seen on a small engine.
Ox (left) and fuel (right) injector flow. When combined, the two propellants mix and burn.
Annular and film orifice fuel flow.
Not to brag, but this is the most uniform fuel flow I've ever seen on a small engine.
Ox (left) and fuel (right) injector flow. When combined, the two propellants mix and burn.
Annular and film orifice fuel flow.
Not to brag, but this is the most uniform fuel flow I've ever seen on a small engine.
Ox (left) and fuel (right) injector flow. When combined, the two propellants mix and burn.
Annular and film orifice fuel flow.
Not to brag, but this is the most uniform fuel flow I've ever seen on a small engine.
Ox (left) and fuel (right) injector flow. When combined, the two propellants mix and burn.
Annular and film orifice fuel flow.
Not to brag, but this is the most uniform fuel flow I've ever seen on a small engine.
Ox (left) and fuel (right) injector flow. When combined, the two propellants mix and burn.
Annular and film orifice fuel flow.
Not to brag, but this is the most uniform fuel flow I've ever seen on a small engine.
Ox (left) and fuel (right) injector flow. When combined, the two propellants mix and burn.
Annular and film orifice fuel flow.
Not to brag, but this is the most uniform fuel flow I've ever seen on a small engine.
Ox (left) and fuel (right) injector flow. When combined, the two propellants mix and burn.
Annular and film orifice fuel flow.
Not to brag, but this is the most uniform fuel flow I've ever seen on a small engine.
IV.ii. Injector Testing
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Low pressure water flow test (the momentum ratio with full pressure and propellants is only approximated by this test).
Part V. Static Hot Fire
V.i. Integration with Test Stand
The first static fire took place at Crow Island, a small airport an hour drive from MIT.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
The engine with the igniter installed!
See the projects page to read about the test stand development!
Firing over the water seemed like a better idea than over the dry grass.
The first static fire took place at Crow Island, a small airport an hour drive from MIT.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
The engine with the igniter installed!
See the projects page to read about the test stand development!
Firing over the water seemed like a better idea than over the dry grass.
The first static fire took place at Crow Island, a small airport an hour drive from MIT.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
The engine with the igniter installed!
See the projects page to read about the test stand development!
Firing over the water seemed like a better idea than over the dry grass.
The first static fire took place at Crow Island, a small airport an hour drive from MIT.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
The engine with the igniter installed!
See the projects page to read about the test stand development!
Firing over the water seemed like a better idea than over the dry grass.
The first static fire took place at Crow Island, a small airport an hour drive from MIT.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
The engine with the igniter installed!
See the projects page to read about the test stand development!
Firing over the water seemed like a better idea than over the dry grass.
The first static fire took place at Crow Island, a small airport an hour drive from MIT.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
The engine with the igniter installed!
See the projects page to read about the test stand development!
Firing over the water seemed like a better idea than over the dry grass.
The first static fire took place at Crow Island, a small airport an hour drive from MIT.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
The engine with the igniter installed!
See the projects page to read about the test stand development!
Firing over the water seemed like a better idea than over the dry grass.
The first static fire took place at Crow Island, a small airport an hour drive from MIT.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
Unlike other teams and individuals that static fire at established test sites such as FAR or RRS, I had to truck in all the equipment needed to fire the engine.
The engine with the igniter installed!
See the projects page to read about the test stand development!
Firing over the water seemed like a better idea than over the dry grass.
V.ii. Prop load
The tanks were topped off with propellants before the site was cleared and tanks pressurized.
Filling the LOX tank from the tanker truck.
The lower ox fluid system got quite frosty as the LOX was loaded.
The tanks were topped off with propellants before the site was cleared and tanks pressurized.
Filling the LOX tank from the tanker truck.
The lower ox fluid system got quite frosty as the LOX was loaded.
The tanks were topped off with propellants before the site was cleared and tanks pressurized.
Filling the LOX tank from the tanker truck.
The lower ox fluid system got quite frosty as the LOX was loaded.
The tanks were topped off with propellants before the site was cleared and tanks pressurized.
Filling the LOX tank from the tanker truck.
The lower ox fluid system got quite frosty as the LOX was loaded.
The tanks were topped off with propellants before the site was cleared and tanks pressurized.
Filling the LOX tank from the tanker truck.
The lower ox fluid system got quite frosty as the LOX was loaded.
The tanks were topped off with propellants before the site was cleared and tanks pressurized.
Filling the LOX tank from the tanker truck.
The lower ox fluid system got quite frosty as the LOX was loaded.
The tanks were topped off with propellants before the site was cleared and tanks pressurized.
Filling the LOX tank from the tanker truck.
The lower ox fluid system got quite frosty as the LOX was loaded.
The tanks were topped off with propellants before the site was cleared and tanks pressurized.
Filling the LOX tank from the tanker truck.
The lower ox fluid system got quite frosty as the LOX was loaded.
V.iii. Hot Fire!
The first static fire was sucessful! This was a 3 second duration test. Startup and shutdown went smoothly due to the inert purge.
View from mission control
Test stand console output after the test.
The first static fire was sucessful! This was a 3 second duration test. Startup and shutdown went smoothly due to the inert purge.
View from mission control
Test stand console output after the test.
The first static fire was sucessful! This was a 3 second duration test. Startup and shutdown went smoothly due to the inert purge.
View from mission control
Test stand console output after the test.
The first static fire was sucessful! This was a 3 second duration test. Startup and shutdown went smoothly due to the inert purge.
View from mission control
Test stand console output after the test.
The first static fire was sucessful! This was a 3 second duration test. Startup and shutdown went smoothly due to the inert purge.
View from mission control
Test stand console output after the test.
Part VI. Teardown
After the static fire, the engine was disassembled and inspected. The injector assembly was found to be in reusable condition!
The black soot on the pintle tip and injector plate is formed by the fuel-rich reaction producing products that condense on metallic surfaces. This acts as thermal insulation, which is one of the benefits of using a kerosene rocket fuel.
The black soot on the pintle tip and injector plate is formed by the fuel-rich reaction producing products that condense on metallic surfaces. This acts as thermal insulation, which is one of the benefits of using a kerosene rocket fuel.
There was no visible melting on the pintle tip, a major win for this design!
(Miraculously) all o-ring seals were in mint condition.
All bare copper surfaces had propellant flowing over it during operation.
The TCA eroded ~1/16" (this is a great result and means the film cooling helped) during the 3 second test. This data will be used for designing more engines!
After the static fire, the engine was disassembled and inspected. The injector assembly was found to be in reusable condition!
The black soot on the pintle tip and injector plate is formed by the fuel-rich reaction producing products that condense on metallic surfaces. This acts as thermal insulation, which is one of the benefits of using a kerosene rocket fuel.
The black soot on the pintle tip and injector plate is formed by the fuel-rich reaction producing products that condense on metallic surfaces. This acts as thermal insulation, which is one of the benefits of using a kerosene rocket fuel.
There was no visible melting on the pintle tip, a major win for this design!
(Miraculously) all o-ring seals were in mint condition.
All bare copper surfaces had propellant flowing over it during operation.
The TCA eroded ~1/16" (this is a great result and means the film cooling helped) during the 3 second test. This data will be used for designing more engines!
After the static fire, the engine was disassembled and inspected. The injector assembly was found to be in reusable condition!
The black soot on the pintle tip and injector plate is formed by the fuel-rich reaction producing products that condense on metallic surfaces. This acts as thermal insulation, which is one of the benefits of using a kerosene rocket fuel.
The black soot on the pintle tip and injector plate is formed by the fuel-rich reaction producing products that condense on metallic surfaces. This acts as thermal insulation, which is one of the benefits of using a kerosene rocket fuel.
There was no visible melting on the pintle tip, a major win for this design!
(Miraculously) all o-ring seals were in mint condition.
All bare copper surfaces had propellant flowing over it during operation.
The TCA eroded ~1/16" (this is a great result and means the film cooling helped) during the 3 second test. This data will be used for designing more engines!
After the static fire, the engine was disassembled and inspected. The injector assembly was found to be in reusable condition!
The black soot on the pintle tip and injector plate is formed by the fuel-rich reaction producing products that condense on metallic surfaces. This acts as thermal insulation, which is one of the benefits of using a kerosene rocket fuel.
The black soot on the pintle tip and injector plate is formed by the fuel-rich reaction producing products that condense on metallic surfaces. This acts as thermal insulation, which is one of the benefits of using a kerosene rocket fuel.
There was no visible melting on the pintle tip, a major win for this design!
(Miraculously) all o-ring seals were in mint condition.
All bare copper surfaces had propellant flowing over it during operation.
The TCA eroded ~1/16" (this is a great result and means the film cooling helped) during the 3 second test. This data will be used for designing more engines!
After the static fire, the engine was disassembled and inspected. The injector assembly was found to be in reusable condition!
The black soot on the pintle tip and injector plate is formed by the fuel-rich reaction producing products that condense on metallic surfaces. This acts as thermal insulation, which is one of the benefits of using a kerosene rocket fuel.
The black soot on the pintle tip and injector plate is formed by the fuel-rich reaction producing products that condense on metallic surfaces. This acts as thermal insulation, which is one of the benefits of using a kerosene rocket fuel.
There was no visible melting on the pintle tip, a major win for this design!
(Miraculously) all o-ring seals were in mint condition.
All bare copper surfaces had propellant flowing over it during operation.
The TCA eroded ~1/16" (this is a great result and means the film cooling helped) during the 3 second test. This data will be used for designing more engines!
After the static fire, the engine was disassembled and inspected. The injector assembly was found to be in reusable condition!
The black soot on the pintle tip and injector plate is formed by the fuel-rich reaction producing products that condense on metallic surfaces. This acts as thermal insulation, which is one of the benefits of using a kerosene rocket fuel.
The black soot on the pintle tip and injector plate is formed by the fuel-rich reaction producing products that condense on metallic surfaces. This acts as thermal insulation, which is one of the benefits of using a kerosene rocket fuel.
There was no visible melting on the pintle tip, a major win for this design!
(Miraculously) all o-ring seals were in mint condition.
All bare copper surfaces had propellant flowing over it during operation.
The TCA eroded ~1/16" (this is a great result and means the film cooling helped) during the 3 second test. This data will be used for designing more engines!
Part VII. Future Plans
Now that I have an operational liquid engine, there are several directions I can go from here. One path is flying a liquid engine vehicle (vehicle=rocket), which I plan do at some point. This would involve designing flight propellant valves, a rocket air-frame with tanks, and a control system. Since the engine I already have is flight weight, it can be flown with almost zero modifications.
Another path, which I am very excited about, is designing an electric turbopump for the engine, which would drastically reduce the fluid system complexity. Here's an initial sketch of the turbopump. Stay tuned for updates...
bottom of page