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Aerospace Engineer
Liquid Rocket Engine Test Stand
The most time consuming and expensive part of building rocket engines is the system of tanks, valves, and sensors called the test stand. A test stand's main function is to deliver the cryogenic liquid oxygen oxidizer and kerosene fuel at the correct pressure and flow rate to the engine. The stand also has to withstand the thrust of the engine, remotely execute commands, record data, and mechanically shut down and vent pressure in the event of an anomaly or loss of power.
The test stand consists of the following subsystems:
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High pressure panel to regulate and distribute the nitrogen pressurant gas to the tanks, fuel/ox purge system, and low pressure pneumatics
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Insulated tanks with relief, vent, fill, and drain valves.
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Liquid feedlines with valves modified for cryogenic oxygen service
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Purge system to clear the engine and propellant lines of residual propellant after shutdown
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Low pressure pneumatics system to provide gas to pneumatically-actuated valves
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Control system programmed to actuate valves at the precise timing needed to fire a liquid engine
All of these components (even the tube fittings) are typically very expensive or not sold to consumers. I therefore had to buy most components from Ebay or make them myself. After 4 months of work, I was confident that the test stand was a safe system capable of firing liquid rocket engines. During the test of my first engine, the stand worked flawlessly from startup to shutdown. I expect this stand to fire countless more engines in the future.
Static Fire Video
Part I. Fluid System Development
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
After defining the test stand's flow rate and pressure requirements, as set by the engine, the fluid system architecture was developed. This diagram represents the network of tubes, valves, and tanks that make up the test stand.
Several Python codes were written for calculating parameters in the fluid system.
Part II. Test Stand Model
After the fluid system P&ID was finalized, components were selected (or custom built). These components were assembled into a mechanical test stand design matching the P&ID
After the fluid system P&ID was finalized, components were selected (or custom built). These components were assembled into a mechanical test stand design matching the P&ID
After the fluid system P&ID was finalized, components were selected (or custom built). These components were assembled into a mechanical test stand design matching the P&ID
After the fluid system P&ID was finalized, components were selected (or custom built). These components were assembled into a mechanical test stand design matching the P&ID
After the fluid system P&ID was finalized, components were selected (or custom built). These components were assembled into a mechanical test stand design matching the P&ID
After the fluid system P&ID was finalized, components were selected (or custom built). These components were assembled into a mechanical test stand design matching the P&ID
Part III. Manufacturing and Integration
III.i. Fluid System Components
The test stand I designed required lots of very expensive valves and tube fittings. Building the test stand with new components would have cost >>$100k which is an order of magnitude above my budget. Even if I had infinite money, some components I needed have long (>6 month) lead times that would not fit my timeline. I therefore turned to my good friend Ebay for 99% of valves and fittings on the stand. It is difficult to find the exact component I want on demand on Ebay so I had to buy what was available and change the design if the component didn't meet my original requirements.
Testing the 4x Swagelok pneumatic actuated ball valves to be used as press and propellant valves. These cost >>$1k new but I got them for $150 each.
Two of the best deals I found: a ~$10k cryogenic needle valve for $35 and a ~$5k 2.0 Cv regulator for $150!
The $15 fuel reg (not a joke)
I needed 2000 scfm relief valves to keep up with the huge ox regulator.
Oxygen-cleaned 1" check valve
The pneumatic ball valves all had unique issues that had to be fixed before use.
Inspecting a ball valve actuator.
The test stand I designed required lots of very expensive valves and tube fittings. Building the test stand with new components would have cost >>$100k which is an order of magnitude above my budget. Even if I had infinite money, some components I needed have long (>6 month) lead times that would not fit my timeline. I therefore turned to my good friend Ebay for 99% of valves and fittings on the stand. It is difficult to find the exact component I want on demand on Ebay so I had to buy what was available and change the design if the component didn't meet my original requirements.
Testing the 4x Swagelok pneumatic actuated ball valves to be used as press and propellant valves. These cost >>$1k new but I got them for $150 each.
Two of the best deals I found: a ~$10k cryogenic needle valve for $35 and a ~$5k 2.0 Cv regulator for $150!
The $15 fuel reg (not a joke)
I needed 2000 scfm relief valves to keep up with the huge ox regulator.
Oxygen-cleaned 1" check valve
The pneumatic ball valves all had unique issues that had to be fixed before use.
Inspecting a ball valve actuator.
The test stand I designed required lots of very expensive valves and tube fittings. Building the test stand with new components would have cost >>$100k which is an order of magnitude above my budget. Even if I had infinite money, some components I needed have long (>6 month) lead times that would not fit my timeline. I therefore turned to my good friend Ebay for 99% of valves and fittings on the stand. It is difficult to find the exact component I want on demand on Ebay so I had to buy what was available and change the design if the component didn't meet my original requirements.
Testing the 4x Swagelok pneumatic actuated ball valves to be used as press and propellant valves. These cost >>$1k new but I got them for $150 each.
Two of the best deals I found: a ~$10k cryogenic needle valve for $35 and a ~$5k 2.0 Cv regulator for $150!
The $15 fuel reg (not a joke)
I needed 2000 scfm relief valves to keep up with the huge ox regulator.
Oxygen-cleaned 1" check valve
The pneumatic ball valves all had unique issues that had to be fixed before use.
Inspecting a ball valve actuator.
The test stand I designed required lots of very expensive valves and tube fittings. Building the test stand with new components would have cost >>$100k which is an order of magnitude above my budget. Even if I had infinite money, some components I needed have long (>6 month) lead times that would not fit my timeline. I therefore turned to my good friend Ebay for 99% of valves and fittings on the stand. It is difficult to find the exact component I want on demand on Ebay so I had to buy what was available and change the design if the component didn't meet my original requirements.
Testing the 4x Swagelok pneumatic actuated ball valves to be used as press and propellant valves. These cost >>$1k new but I got them for $150 each.
Two of the best deals I found: a ~$10k cryogenic needle valve for $35 and a ~$5k 2.0 Cv regulator for $150!
The $15 fuel reg (not a joke)
I needed 2000 scfm relief valves to keep up with the huge ox regulator.
Oxygen-cleaned 1" check valve
The pneumatic ball valves all had unique issues that had to be fixed before use.
Inspecting a ball valve actuator.
III.ii. Frame Weldment
The test stand frame was a weldment of 1" square tube - my favorite method of building a strong and cheap frame. I used the TIG welding process for the frame.
ANSYS static structual analysis at 10ksi engine thrust.
One coat of primer then two coats of white gloss enamel.
TIG welding the frame.
The test stand frame was a weldment of 1" square tube - my favorite method of building a strong and cheap frame. I used the TIG welding process for the frame.
ANSYS static structual analysis at 10ksi engine thrust.
One coat of primer then two coats of white gloss enamel.
TIG welding the frame.
The test stand frame was a weldment of 1" square tube - my favorite method of building a strong and cheap frame. I used the TIG welding process for the frame.
ANSYS static structual analysis at 10ksi engine thrust.
One coat of primer then two coats of white gloss enamel.
TIG welding the frame.
The test stand frame was a weldment of 1" square tube - my favorite method of building a strong and cheap frame. I used the TIG welding process for the frame.
ANSYS static structual analysis at 10ksi engine thrust.
One coat of primer then two coats of white gloss enamel.
TIG welding the frame.
The test stand frame was a weldment of 1" square tube - my favorite method of building a strong and cheap frame. I used the TIG welding process for the frame.
ANSYS static structual analysis at 10ksi engine thrust.
One coat of primer then two coats of white gloss enamel.
TIG welding the frame.
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III.iii. Propellant Tanks
Both tanks were built from aluminum 80 cf scuba tanks. An AS5202-08 port was drilled in the bottom of the tank as a liquid outlet. The liquid oxygen tank was wrapped in polyethylene foam insulation.
Drilling the liquid outlet port.
I used the stand to wheel the tanks from the machine shop to my (dorm room) "lab". I passed the aero astro hanger on the way.
Starting to integrate the tanks with the press system.
Tanks integrated in the test stand.
Fuel tank pressure gauge.
Both tanks were built from aluminum 80 cf scuba tanks. An AS5202-08 port was drilled in the bottom of the tank as a liquid outlet. The liquid oxygen tank was wrapped in polyethylene foam insulation.
Drilling the liquid outlet port.
I used the stand to wheel the tanks from the machine shop to my (dorm room) "lab". I passed the aero astro hanger on the way.
Starting to integrate the tanks with the press system.
Tanks integrated in the test stand.
Fuel tank pressure gauge.
Both tanks were built from aluminum 80 cf scuba tanks. An AS5202-08 port was drilled in the bottom of the tank as a liquid outlet. The liquid oxygen tank was wrapped in polyethylene foam insulation.
Drilling the liquid outlet port.
I used the stand to wheel the tanks from the machine shop to my (dorm room) "lab". I passed the aero astro hanger on the way.
Starting to integrate the tanks with the press system.
Tanks integrated in the test stand.
Fuel tank pressure gauge.
Both tanks were built from aluminum 80 cf scuba tanks. An AS5202-08 port was drilled in the bottom of the tank as a liquid outlet. The liquid oxygen tank was wrapped in polyethylene foam insulation.
Drilling the liquid outlet port.
I used the stand to wheel the tanks from the machine shop to my (dorm room) "lab". I passed the aero astro hanger on the way.
Starting to integrate the tanks with the press system.
Tanks integrated in the test stand.
Fuel tank pressure gauge.
Both tanks were built from aluminum 80 cf scuba tanks. An AS5202-08 port was drilled in the bottom of the tank as a liquid outlet. The liquid oxygen tank was wrapped in polyethylene foam insulation.
Drilling the liquid outlet port.
I used the stand to wheel the tanks from the machine shop to my (dorm room) "lab". I passed the aero astro hanger on the way.
Starting to integrate the tanks with the press system.
Tanks integrated in the test stand.
Fuel tank pressure gauge.
III.v. High Pressure Panel
The high pressure panel manifolds the high pressure nitrogen pressurant to several test stand systems. Regulators reduce the pressure for use in the tanks, purge system, and pneumatics system. The 2000 psi pressurant gas is very dangerous and could easily flatten a small building. Care was taken to ensure that there were zero possible failure modes.
(Outdated) design of the high pressure panel.
The high pressure panel manifolds the high pressure nitrogen pressurant to several test stand systems. Regulators reduce the pressure for use in the tanks, purge system, and pneumatics system. The 2000 psi pressurant gas is very dangerous and could easily flatten a small building. Care was taken to ensure that there were zero possible failure modes.
(Outdated) design of the high pressure panel.
The high pressure panel manifolds the high pressure nitrogen pressurant to several test stand systems. Regulators reduce the pressure for use in the tanks, purge system, and pneumatics system. The 2000 psi pressurant gas is very dangerous and could easily flatten a small building. Care was taken to ensure that there were zero possible failure modes.
(Outdated) design of the high pressure panel.
The high pressure panel manifolds the high pressure nitrogen pressurant to several test stand systems. Regulators reduce the pressure for use in the tanks, purge system, and pneumatics system. The 2000 psi pressurant gas is very dangerous and could easily flatten a small building. Care was taken to ensure that there were zero possible failure modes.
(Outdated) design of the high pressure panel.
The high pressure panel manifolds the high pressure nitrogen pressurant to several test stand systems. Regulators reduce the pressure for use in the tanks, purge system, and pneumatics system. The 2000 psi pressurant gas is very dangerous and could easily flatten a small building. Care was taken to ensure that there were zero possible failure modes.
(Outdated) design of the high pressure panel.
The high pressure panel manifolds the high pressure nitrogen pressurant to several test stand systems. Regulators reduce the pressure for use in the tanks, purge system, and pneumatics system. The 2000 psi pressurant gas is very dangerous and could easily flatten a small building. Care was taken to ensure that there were zero possible failure modes.
(Outdated) design of the high pressure panel.
The high pressure panel manifolds the high pressure nitrogen pressurant to several test stand systems. Regulators reduce the pressure for use in the tanks, purge system, and pneumatics system. The 2000 psi pressurant gas is very dangerous and could easily flatten a small building. Care was taken to ensure that there were zero possible failure modes.
(Outdated) design of the high pressure panel.
The high pressure panel manifolds the high pressure nitrogen pressurant to several test stand systems. Regulators reduce the pressure for use in the tanks, purge system, and pneumatics system. The 2000 psi pressurant gas is very dangerous and could easily flatten a small building. Care was taken to ensure that there were zero possible failure modes.
(Outdated) design of the high pressure panel.
The high pressure panel manifolds the high pressure nitrogen pressurant to several test stand systems. Regulators reduce the pressure for use in the tanks, purge system, and pneumatics system. The 2000 psi pressurant gas is very dangerous and could easily flatten a small building. Care was taken to ensure that there were zero possible failure modes.
(Outdated) design of the high pressure panel.
The high pressure panel manifolds the high pressure nitrogen pressurant to several test stand systems. Regulators reduce the pressure for use in the tanks, purge system, and pneumatics system. The 2000 psi pressurant gas is very dangerous and could easily flatten a small building. Care was taken to ensure that there were zero possible failure modes.
(Outdated) design of the high pressure panel.
III.iv. Tank Press System
The press system takes the regulated nitrogen pressurant and distributes it to the tanks. Press valves isolate the tanks from the regulators. Other components in this system include pneumatic vent valves, manual vent needle valves, relief valves, pressure transducers, and tank check valves.
Starting to integrate the press system.
The press system takes the regulated nitrogen pressurant and distributes it to the tanks. Press valves isolate the tanks from the regulators. Other components in this system include pneumatic vent valves, manual vent needle valves, relief valves, pressure transducers, and tank check valves.
Starting to integrate the press system.
The press system takes the regulated nitrogen pressurant and distributes it to the tanks. Press valves isolate the tanks from the regulators. Other components in this system include pneumatic vent valves, manual vent needle valves, relief valves, pressure transducers, and tank check valves.
Starting to integrate the press system.
The press system takes the regulated nitrogen pressurant and distributes it to the tanks. Press valves isolate the tanks from the regulators. Other components in this system include pneumatic vent valves, manual vent needle valves, relief valves, pressure transducers, and tank check valves.
Starting to integrate the press system.
The press system takes the regulated nitrogen pressurant and distributes it to the tanks. Press valves isolate the tanks from the regulators. Other components in this system include pneumatic vent valves, manual vent needle valves, relief valves, pressure transducers, and tank check valves.
Starting to integrate the press system.
The press system takes the regulated nitrogen pressurant and distributes it to the tanks. Press valves isolate the tanks from the regulators. Other components in this system include pneumatic vent valves, manual vent needle valves, relief valves, pressure transducers, and tank check valves.
Starting to integrate the press system.
The press system takes the regulated nitrogen pressurant and distributes it to the tanks. Press valves isolate the tanks from the regulators. Other components in this system include pneumatic vent valves, manual vent needle valves, relief valves, pressure transducers, and tank check valves.
Starting to integrate the press system.
The press system takes the regulated nitrogen pressurant and distributes it to the tanks. Press valves isolate the tanks from the regulators. Other components in this system include pneumatic vent valves, manual vent needle valves, relief valves, pressure transducers, and tank check valves.
Starting to integrate the press system.
III.vi. Main Propellant Feedlines
The propellant lines are designed to be as simple and robust as possible to minimize explosion risk. Pneumatically-actuated propellant valves isolate the propellant from the engine. Fill and drain valves are used for loading/unloading propellant safely. The LOX lines are insulated and cleaned for oxygen service using an ultrasonic cleaner.
Completed liquid feed system.
Drain valve and liquid manifold getting frosty.
Braided stainless flex hoses connect the MOV and MFV to the engine inlets.
The propellant lines are designed to be as simple and robust as possible to minimize explosion risk. Pneumatically-actuated propellant valves isolate the propellant from the engine. Fill and drain valves are used for loading/unloading propellant safely. The LOX lines are insulated and cleaned for oxygen service using an ultrasonic cleaner.
Completed liquid feed system.
Drain valve and liquid manifold getting frosty.
Braided stainless flex hoses connect the MOV and MFV to the engine inlets.
The propellant lines are designed to be as simple and robust as possible to minimize explosion risk. Pneumatically-actuated propellant valves isolate the propellant from the engine. Fill and drain valves are used for loading/unloading propellant safely. The LOX lines are insulated and cleaned for oxygen service using an ultrasonic cleaner.
Completed liquid feed system.
Drain valve and liquid manifold getting frosty.
Braided stainless flex hoses connect the MOV and MFV to the engine inlets.
The propellant lines are designed to be as simple and robust as possible to minimize explosion risk. Pneumatically-actuated propellant valves isolate the propellant from the engine. Fill and drain valves are used for loading/unloading propellant safely. The LOX lines are insulated and cleaned for oxygen service using an ultrasonic cleaner.
Completed liquid feed system.
Drain valve and liquid manifold getting frosty.
Braided stainless flex hoses connect the MOV and MFV to the engine inlets.
The propellant lines are designed to be as simple and robust as possible to minimize explosion risk. Pneumatically-actuated propellant valves isolate the propellant from the engine. Fill and drain valves are used for loading/unloading propellant safely. The LOX lines are insulated and cleaned for oxygen service using an ultrasonic cleaner.
Completed liquid feed system.
Drain valve and liquid manifold getting frosty.
Braided stainless flex hoses connect the MOV and MFV to the engine inlets.
The propellant lines are designed to be as simple and robust as possible to minimize explosion risk. Pneumatically-actuated propellant valves isolate the propellant from the engine. Fill and drain valves are used for loading/unloading propellant safely. The LOX lines are insulated and cleaned for oxygen service using an ultrasonic cleaner.
Completed liquid feed system.
Drain valve and liquid manifold getting frosty.
Braided stainless flex hoses connect the MOV and MFV to the engine inlets.
III.vii. Propellant Purge and Pneumatics Systems
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
The purge system is used to eject residual propellant from the engine before startup and after shutdown. It also extinguishes any post shutdown fires in the engine. Inert nitrogen gas is fed directly into the propallent lines through dedicated solenoids and check valves.
Part IV. Control and Instrumentation
IV.i. Avionics
The avionics system controlled and monitored the valves throughout the system. Tank and engine pressure data was also collected. The electronics were configured as follows. A Teensy 4.1 handled all digital/analog signals including sensor data. Valve actuation signals were fed into a relay board that powered the 24V solenoid valves. The Teensy was connected to a raspberry pi located on the stand that maintained an SSH connection via ethernet cable with the laptop control console. The test stand could be powered down remotely by unplugging a battery connected to a relay on the stand isolating the main 24V battery.
Avionics boxes (no labview in sight!).
Starting to wire the relay board to the solenoid valves.
The avionics system controlled and monitored the valves throughout the system. Tank and engine pressure data was also collected. The electronics were configured as follows. A Teensy 4.1 handled all digital/analog signals including sensor data. Valve actuation signals were fed into a relay board that powered the 24V solenoid valves. The Teensy was connected to a raspberry pi located on the stand that maintained an SSH connection via ethernet cable with the laptop control console. The test stand could be powered down remotely by unplugging a battery connected to a relay on the stand isolating the main 24V battery.
Avionics boxes (no labview in sight!).
Starting to wire the relay board to the solenoid valves.
The avionics system controlled and monitored the valves throughout the system. Tank and engine pressure data was also collected. The electronics were configured as follows. A Teensy 4.1 handled all digital/analog signals including sensor data. Valve actuation signals were fed into a relay board that powered the 24V solenoid valves. The Teensy was connected to a raspberry pi located on the stand that maintained an SSH connection via ethernet cable with the laptop control console. The test stand could be powered down remotely by unplugging a battery connected to a relay on the stand isolating the main 24V battery.
Avionics boxes (no labview in sight!).
Starting to wire the relay board to the solenoid valves.
The avionics system controlled and monitored the valves throughout the system. Tank and engine pressure data was also collected. The electronics were configured as follows. A Teensy 4.1 handled all digital/analog signals including sensor data. Valve actuation signals were fed into a relay board that powered the 24V solenoid valves. The Teensy was connected to a raspberry pi located on the stand that maintained an SSH connection via ethernet cable with the laptop control console. The test stand could be powered down remotely by unplugging a battery connected to a relay on the stand isolating the main 24V battery.
Avionics boxes (no labview in sight!).
Starting to wire the relay board to the solenoid valves.
The avionics system controlled and monitored the valves throughout the system. Tank and engine pressure data was also collected. The electronics were configured as follows. A Teensy 4.1 handled all digital/analog signals including sensor data. Valve actuation signals were fed into a relay board that powered the 24V solenoid valves. The Teensy was connected to a raspberry pi located on the stand that maintained an SSH connection via ethernet cable with the laptop control console. The test stand could be powered down remotely by unplugging a battery connected to a relay on the stand isolating the main 24V battery.
Avionics boxes (no labview in sight!).
Starting to wire the relay board to the solenoid valves.
The avionics system controlled and monitored the valves throughout the system. Tank and engine pressure data was also collected. The electronics were configured as follows. A Teensy 4.1 handled all digital/analog signals including sensor data. Valve actuation signals were fed into a relay board that powered the 24V solenoid valves. The Teensy was connected to a raspberry pi located on the stand that maintained an SSH connection via ethernet cable with the laptop control console. The test stand could be powered down remotely by unplugging a battery connected to a relay on the stand isolating the main 24V battery.
Avionics boxes (no labview in sight!).
Starting to wire the relay board to the solenoid valves.
The avionics system controlled and monitored the valves throughout the system. Tank and engine pressure data was also collected. The electronics were configured as follows. A Teensy 4.1 handled all digital/analog signals including sensor data. Valve actuation signals were fed into a relay board that powered the 24V solenoid valves. The Teensy was connected to a raspberry pi located on the stand that maintained an SSH connection via ethernet cable with the laptop control console. The test stand could be powered down remotely by unplugging a battery connected to a relay on the stand isolating the main 24V battery.
Avionics boxes (no labview in sight!).
Starting to wire the relay board to the solenoid valves.
The avionics system controlled and monitored the valves throughout the system. Tank and engine pressure data was also collected. The electronics were configured as follows. A Teensy 4.1 handled all digital/analog signals including sensor data. Valve actuation signals were fed into a relay board that powered the 24V solenoid valves. The Teensy was connected to a raspberry pi located on the stand that maintained an SSH connection via ethernet cable with the laptop control console. The test stand could be powered down remotely by unplugging a battery connected to a relay on the stand isolating the main 24V battery.
Avionics boxes (no labview in sight!).
Starting to wire the relay board to the solenoid valves.
The avionics system controlled and monitored the valves throughout the system. Tank and engine pressure data was also collected. The electronics were configured as follows. A Teensy 4.1 handled all digital/analog signals including sensor data. Valve actuation signals were fed into a relay board that powered the 24V solenoid valves. The Teensy was connected to a raspberry pi located on the stand that maintained an SSH connection via ethernet cable with the laptop control console. The test stand could be powered down remotely by unplugging a battery connected to a relay on the stand isolating the main 24V battery.
Avionics boxes (no labview in sight!).
Starting to wire the relay board to the solenoid valves.
The avionics system controlled and monitored the valves throughout the system. Tank and engine pressure data was also collected. The electronics were configured as follows. A Teensy 4.1 handled all digital/analog signals including sensor data. Valve actuation signals were fed into a relay board that powered the 24V solenoid valves. The Teensy was connected to a raspberry pi located on the stand that maintained an SSH connection via ethernet cable with the laptop control console. The test stand could be powered down remotely by unplugging a battery connected to a relay on the stand isolating the main 24V battery.
Avionics boxes (no labview in sight!).
Starting to wire the relay board to the solenoid valves.
IV.ii. Control Software
The control software allows the user to actuate valves, see sensor data, light the igniter, and execute the engine firing sequence. The code was written in Python and ran on the Teensy using a library called Pyfirmata. Valves can be actuated by using the following syntax in the console: ["open"/"close"] ["valve name"] ["toggle time" (optional parameter)]. Sensor and valve state data can be dumped to the console at any time. A firing sequence mode runs automated system checks and guides the user through the pre test valve actuation sequence. Once ready to fire, the software lights the igniter, and on visual confirmation, the user presses "Enter" and the system automatically starts up and shuts down the engine. All the user has to do is watch!
View from mission control.
Syntax parsing section of the the code.
The control software allows the user to actuate valves, see sensor data, light the igniter, and execute the engine firing sequence. The code was written in Python and ran on the Teensy using a library called Pyfirmata. Valves can be actuated by using the following syntax in the console: ["open"/"close"] ["valve name"] ["toggle time" (optional parameter)]. Sensor and valve state data can be dumped to the console at any time. A firing sequence mode runs automated system checks and guides the user through the pre test valve actuation sequence. Once ready to fire, the software lights the igniter, and on visual confirmation, the user presses "Enter" and the system automatically starts up and shuts down the engine. All the user has to do is watch!
View from mission control.
Syntax parsing section of the the code.
The control software allows the user to actuate valves, see sensor data, light the igniter, and execute the engine firing sequence. The code was written in Python and ran on the Teensy using a library called Pyfirmata. Valves can be actuated by using the following syntax in the console: ["open"/"close"] ["valve name"] ["toggle time" (optional parameter)]. Sensor and valve state data can be dumped to the console at any time. A firing sequence mode runs automated system checks and guides the user through the pre test valve actuation sequence. Once ready to fire, the software lights the igniter, and on visual confirmation, the user presses "Enter" and the system automatically starts up and shuts down the engine. All the user has to do is watch!
View from mission control.
Syntax parsing section of the the code.
The control software allows the user to actuate valves, see sensor data, light the igniter, and execute the engine firing sequence. The code was written in Python and ran on the Teensy using a library called Pyfirmata. Valves can be actuated by using the following syntax in the console: ["open"/"close"] ["valve name"] ["toggle time" (optional parameter)]. Sensor and valve state data can be dumped to the console at any time. A firing sequence mode runs automated system checks and guides the user through the pre test valve actuation sequence. Once ready to fire, the software lights the igniter, and on visual confirmation, the user presses "Enter" and the system automatically starts up and shuts down the engine. All the user has to do is watch!
View from mission control.
Syntax parsing section of the the code.
The control software allows the user to actuate valves, see sensor data, light the igniter, and execute the engine firing sequence. The code was written in Python and ran on the Teensy using a library called Pyfirmata. Valves can be actuated by using the following syntax in the console: ["open"/"close"] ["valve name"] ["toggle time" (optional parameter)]. Sensor and valve state data can be dumped to the console at any time. A firing sequence mode runs automated system checks and guides the user through the pre test valve actuation sequence. Once ready to fire, the software lights the igniter, and on visual confirmation, the user presses "Enter" and the system automatically starts up and shuts down the engine. All the user has to do is watch!
View from mission control.
Syntax parsing section of the the code.
The control software allows the user to actuate valves, see sensor data, light the igniter, and execute the engine firing sequence. The code was written in Python and ran on the Teensy using a library called Pyfirmata. Valves can be actuated by using the following syntax in the console: ["open"/"close"] ["valve name"] ["toggle time" (optional parameter)]. Sensor and valve state data can be dumped to the console at any time. A firing sequence mode runs automated system checks and guides the user through the pre test valve actuation sequence. Once ready to fire, the software lights the igniter, and on visual confirmation, the user presses "Enter" and the system automatically starts up and shuts down the engine. All the user has to do is watch!
View from mission control.
Syntax parsing section of the the code.
The control software allows the user to actuate valves, see sensor data, light the igniter, and execute the engine firing sequence. The code was written in Python and ran on the Teensy using a library called Pyfirmata. Valves can be actuated by using the following syntax in the console: ["open"/"close"] ["valve name"] ["toggle time" (optional parameter)]. Sensor and valve state data can be dumped to the console at any time. A firing sequence mode runs automated system checks and guides the user through the pre test valve actuation sequence. Once ready to fire, the software lights the igniter, and on visual confirmation, the user presses "Enter" and the system automatically starts up and shuts down the engine. All the user has to do is watch!
View from mission control.
Syntax parsing section of the the code.
The control software allows the user to actuate valves, see sensor data, light the igniter, and execute the engine firing sequence. The code was written in Python and ran on the Teensy using a library called Pyfirmata. Valves can be actuated by using the following syntax in the console: ["open"/"close"] ["valve name"] ["toggle time" (optional parameter)]. Sensor and valve state data can be dumped to the console at any time. A firing sequence mode runs automated system checks and guides the user through the pre test valve actuation sequence. Once ready to fire, the software lights the igniter, and on visual confirmation, the user presses "Enter" and the system automatically starts up and shuts down the engine. All the user has to do is watch!
View from mission control.
Syntax parsing section of the the code.
The control software allows the user to actuate valves, see sensor data, light the igniter, and execute the engine firing sequence. The code was written in Python and ran on the Teensy using a library called Pyfirmata. Valves can be actuated by using the following syntax in the console: ["open"/"close"] ["valve name"] ["toggle time" (optional parameter)]. Sensor and valve state data can be dumped to the console at any time. A firing sequence mode runs automated system checks and guides the user through the pre test valve actuation sequence. Once ready to fire, the software lights the igniter, and on visual confirmation, the user presses "Enter" and the system automatically starts up and shuts down the engine. All the user has to do is watch!
View from mission control.
Syntax parsing section of the the code.
The control software allows the user to actuate valves, see sensor data, light the igniter, and execute the engine firing sequence. The code was written in Python and ran on the Teensy using a library called Pyfirmata. Valves can be actuated by using the following syntax in the console: ["open"/"close"] ["valve name"] ["toggle time" (optional parameter)]. Sensor and valve state data can be dumped to the console at any time. A firing sequence mode runs automated system checks and guides the user through the pre test valve actuation sequence. Once ready to fire, the software lights the igniter, and on visual confirmation, the user presses "Enter" and the system automatically starts up and shuts down the engine. All the user has to do is watch!
View from mission control.
Syntax parsing section of the the code.
Part V. System Characterization
V.i. Relief Valve Setting
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
The relief valves were calibrated to 950 psi using this makeshift setup.
V.ii. Fluid System Characterization
Water flow tests were preformed to evaluate the test stand's (and the engine's) performance. Valve timing was determined using data from these tests.
Before static firing, the correlation between the regulator set pressure and flow rate was determined. These tests determined the regulator set pressure during static fire.
Water flow tests were preformed to evaluate the test stand's (and the engine's) performance. Valve timing was determined using data from these tests.
Before static firing, the correlation between the regulator set pressure and flow rate was determined. These tests determined the regulator set pressure during static fire.
Water flow tests were preformed to evaluate the test stand's (and the engine's) performance. Valve timing was determined using data from these tests.
Before static firing, the correlation between the regulator set pressure and flow rate was determined. These tests determined the regulator set pressure during static fire.
Water flow tests were preformed to evaluate the test stand's (and the engine's) performance. Valve timing was determined using data from these tests.
Before static firing, the correlation between the regulator set pressure and flow rate was determined. These tests determined the regulator set pressure during static fire.
Water flow tests were preformed to evaluate the test stand's (and the engine's) performance. Valve timing was determined using data from these tests.
Before static firing, the correlation between the regulator set pressure and flow rate was determined. These tests determined the regulator set pressure during static fire.
Water flow tests were preformed to evaluate the test stand's (and the engine's) performance. Valve timing was determined using data from these tests.
Before static firing, the correlation between the regulator set pressure and flow rate was determined. These tests determined the regulator set pressure during static fire.
Water flow tests were preformed to evaluate the test stand's (and the engine's) performance. Valve timing was determined using data from these tests.
Before static firing, the correlation between the regulator set pressure and flow rate was determined. These tests determined the regulator set pressure during static fire.
Water flow tests were preformed to evaluate the test stand's (and the engine's) performance. Valve timing was determined using data from these tests.
Before static firing, the correlation between the regulator set pressure and flow rate was determined. These tests determined the regulator set pressure during static fire.
V.iii. LOX Dewar
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Having my own 50 liter liquid oxygen dewar (Cryofab CL50) was necessary for transporting the oxidizer to the test site. It was thoroughly LOX cleaned before use.
Filling the dewar with LN2 before converting it for LOX service.
Part VI. Hot Fire Testing
VI.i. Prop Load
After the test stand was set up at the test site, the propellant was loaded into the tanks. First, the kerosene was loaded. Then, the liquid oxygen was slowly loaded into the tank. It took around an hour to chill the LOX tank and fill it with liquid.
Loading LOX
The LOX tanker.
The test stand leaving MIT's East Campus for the static test.
After the test stand was set up at the test site, the propellant was loaded into the tanks. First, the kerosene was loaded. Then, the liquid oxygen was slowly loaded into the tank. It took around an hour to chill the LOX tank and fill it with liquid.
Loading LOX
The LOX tanker.
The test stand leaving MIT's East Campus for the static test.
After the test stand was set up at the test site, the propellant was loaded into the tanks. First, the kerosene was loaded. Then, the liquid oxygen was slowly loaded into the tank. It took around an hour to chill the LOX tank and fill it with liquid.
Loading LOX
The LOX tanker.
The test stand leaving MIT's East Campus for the static test.
After the test stand was set up at the test site, the propellant was loaded into the tanks. First, the kerosene was loaded. Then, the liquid oxygen was slowly loaded into the tank. It took around an hour to chill the LOX tank and fill it with liquid.
Loading LOX
The LOX tanker.
The test stand leaving MIT's East Campus for the static test.
After the test stand was set up at the test site, the propellant was loaded into the tanks. First, the kerosene was loaded. Then, the liquid oxygen was slowly loaded into the tank. It took around an hour to chill the LOX tank and fill it with liquid.
Loading LOX
The LOX tanker.
The test stand leaving MIT's East Campus for the static test.
After the test stand was set up at the test site, the propellant was loaded into the tanks. First, the kerosene was loaded. Then, the liquid oxygen was slowly loaded into the tank. It took around an hour to chill the LOX tank and fill it with liquid.
Loading LOX
The LOX tanker.
The test stand leaving MIT's East Campus for the static test.
After the test stand was set up at the test site, the propellant was loaded into the tanks. First, the kerosene was loaded. Then, the liquid oxygen was slowly loaded into the tank. It took around an hour to chill the LOX tank and fill it with liquid.
Loading LOX
The LOX tanker.
The test stand leaving MIT's East Campus for the static test.
After the test stand was set up at the test site, the propellant was loaded into the tanks. First, the kerosene was loaded. Then, the liquid oxygen was slowly loaded into the tank. It took around an hour to chill the LOX tank and fill it with liquid.
Loading LOX
The LOX tanker.
The test stand leaving MIT's East Campus for the static test.
VI.ii. Hot Fire
The test stand successfully fired my first liquid rocket engine! I'm looking forward to upgrading the stand with more instrumentation for future tests!
The test stand successfully fired my first liquid rocket engine! I'm looking forward to upgrading the stand with more instrumentation for future tests!
The test stand successfully fired my first liquid rocket engine! I'm looking forward to upgrading the stand with more instrumentation for future tests!
The test stand successfully fired my first liquid rocket engine! I'm looking forward to upgrading the stand with more instrumentation for future tests!
The test stand successfully fired my first liquid rocket engine! I'm looking forward to upgrading the stand with more instrumentation for future tests!
The test stand successfully fired my first liquid rocket engine! I'm looking forward to upgrading the stand with more instrumentation for future tests!
The test stand successfully fired my first liquid rocket engine! I'm looking forward to upgrading the stand with more instrumentation for future tests!
The test stand successfully fired my first liquid rocket engine! I'm looking forward to upgrading the stand with more instrumentation for future tests!
The test stand successfully fired my first liquid rocket engine! I'm looking forward to upgrading the stand with more instrumentation for future tests!
The test stand successfully fired my first liquid rocket engine! I'm looking forward to upgrading the stand with more instrumentation for future tests!
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