REPORT 1134

PHOTOGRAPHIC INVESTIGATION OF COMBUSTION IN A TWO-DIMENSIONAL

TRANSPARENT ROCKET ENGINE 1
By DONALDR. BELLMAN, JACKC. HUMPEREY, and THEODOEE bI ALE
~
SUMMARY
i l ~oti on picture-sat camera 8peed8up to 3000 frames per
second toeretaken of the combustion of kiguid oxygen and a
hydrocarbonfuel in a transparent-sidedrocket engine. This
100-pound-thrwst engine ctited btially of meiaJ contour
and injeci%n plates clamped betweentwoplastic shed8. T#%8
de@n provided an es8etiia.Uytwod<m.em%na-?engine with a
view of the en-tirecombustion chamber. Vati injector~,
parallel jets and impinging jets, werew.wdin order to study
cariedtypes of combustion.
Oxygen-hydrocarbonpropellant combina$ioiwprmid-eds@&
cient combustionluminositytousedirectphotographic@hod-s.
An increasein tlwnumber of hoi%of.theparallel+i injector8
tended to increase the uwijormity of combwtion, M aU the
injectors showed nonuniformity of wr&uMma. Turbwlm
pmjectti increased the apparent mixing and circulation oj
propelhts. Variation of ignition delay, apparently from
improper mixing, causedstartingaplosions, midrunexploti,
and otlur shortdur~im transientphenomem. Both low- and
high-jreqwncy osci-?lhms wererecorded during therum, and
someof the08ci Uati 4mJ3 correspond to there80nuntj%qw4nc28
oj th-schamber. Photographic nwmurements of gas ve.locitti
provided data from which chamber combuatiuntemperaturtx
could becalcukted. Patterns in thep.?mticwindow8prooided
additional information regardinggm-$ow paths and quditatwe
indtitti of temper~urevariiztti a#thewalls.
INTRODUCTION
Rocket combusti on i nvol ves a l arge heat rel ease per uni t
vol ume, and the achi evement of effi ci ent, steady combusti on
wi th a mi ni mum heat l oss depends upon careful l y desi gned
i njector and combusti on-chamber confi gurati ons. Such de-
si gns are best devi s6d on the basi s of a l mowl edge of i njector
characteri sti cs and combusti on gas-fl ow patterns duri ng
transi ent and steady-state operati ons wi thi n the actual rocket
engi ne. Hi gh-speed, moti on-pi cture photography shoul d
provi de a comprehensi ve vi ew of fl ow patterns and ti me-
Opacedata that woul d be Mi .ml t to obtai n by other rneti ock.
I n 1947, a techni que was ori gi nated at the .NACA Lewi s
l aboratory to i nvesti gate thi s supposi ti on i n a photographi c
study of rocket combusti on. The techni que i nvol ves the
use of w twodi memi onal engi ne wi th transparent pl asti c
wi ndows and has three pri nci pal advantages: The combus-
ti on chamber may be fabri cated i n uni form thi ckness; l arge
wi ndows Wow the enti re chamber to be photographed; and
the l ow-mel ti ng materi al used as wi ndows cannot become
l umi nous and obscure the combusti on pattern.
Thi s techni que subsequentl y sti mul ated photcygaphi c re-
search al ong si rai l ar l i nes (ref. 1) at other l aboratori es, as
wel l as at the Lewi s l aboratory. Sl i t photography, i n whi ch
a conti nuous str i p c.anpra i s used, has al so yi el ded val uabl e
i nformati on about rocket combusti on processes (refs. 2 r md
3).
The summary presented herei n of the photographi c-
techni que research conducted at the Lewi s l aboratory duri ng
194750 i ncl udes: (1) a descri pti on of the photographi c
techni que; (2) an eval uati on of the combusti on photographs
resul ti ng from the use of three types of i nj ector confi gurati on;
and (3) an anal ysi s of some combusti on i rregul ari ti es, such
as i rregul ar star ts, combusti on osci l l ati ons, and. expl osi ons.
Combusti on patterns of ei ght i njectors were observed i n a
100-pound-thrmt, twodi mensi o~ engi ne i n whi ch l i qui d
oxygen and hydrocarbons were used as propel l ants. Moti on
pi ctures of the combusti on were taken at
.~~a speeds up
to 3000 frames per second. Th,e most nnpott~t photo-
graphs or photographi c sequenws i l $x+trati ng the observed
phenomena. are i ncl uded i n thi s report. Resul ts of thi s
study are most favorabl y observed, however, by projecti on
of the fi l m.

APPARATUS AND PRQCEDURE

Engines. -!hvo essenti al l y two-di mensi onal engi nes were
used i n the i nvesti gati on; the engi nes di ffered onl y i n that the
i i rsthad a transparent-si dednozzl e and the second acoppernoz-
zI e (seefi g. 1). The copper nozzl e was used becausevery rapi d
erosi on of the wi ndow i n the nozzl e of the fi t engi ne l owered
the chamber pressure and changed the fl ow i n the nozzl e.
Both engi nes consi sted of contour pl ajes and an i njecti on
pl ate wi th sheets of transparent materi al hel d to both si des
of each contour pl ate by means of sui tabl e spacer bl ocks
and cl ampi ng frames. The copper contour pl ates were
chromi um pl ated on the i nner surface. to reduce erosi on by
the combusti on gasea. Tl i e transparent si des were pol y-
methyl methacryl ate, a transparent pl asti c that has excel l ent
resi stance to thermal shock. The l ow mel ti ng ~oi n t of the
pl asti c prevented the wal l s from becomi ng l umi nous and
thereby obscuri ng the combusti on pattern. The l ow mel t~
poi nt of the pl asti c, however, l i mi ted the useful durati on of
a run to a few seconds.
Each si de of the rocket consi sted of a repl aceabl e i nner
sheet of %-i nch-thi ck pl asti c backed by a %-i nch-thi ck sup-
porti ng sheet of pl asti c to wi thstand the combusti on pres-
sures. The transparent sheets were sI %Jedto the contour
pl ates wi th asbestos sheet packi ng.
The combusti on chamber i ncl udi ng the nozzl e had a
uni form thi cl mem of M i nch and was desi gned to produce
100 pounds of thrust wi th a combusti on-cl yunber pressure
of 300 pmmds per square i nch absol ute. The characteri sti c
l ength (combusti on-chamber vol ume di vi ded by throat area)
was about 60 i nches. The rocket engi ne was mounted at a
downward amgl e of 45 to prevent the acoumul ati qn of
propel l ants i n the chamber i n the event of an i gni ti on fai l ure.
1SWWWI W NAOARME8P01, Photogmpbi o Study of Oombuslion h a Rocket Engino. IV8ri8tion in Combustion of LIqold O_ and GasoUnowith &en Metboda of Propellant
InjectIon; by Donol dR.Bel l monandJaok O.Hnmpbmy, 194.S.
599
.-
. .
. . .
.
600 REPORT 1134NATI O,NU ADVI SORY COMMJ.TTE E FORAERONAUTI CS
.

- -
Goseoiisaxygen-gasolirm \ ~ .- Pressure ,:-Spmer
flumeigniter---- : , ; top ,, r blocks :- Clomping
L- ~j~!i~ .- ~t~r
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(a) Vi ew of unassembl edengi ne showi ng tranepaxentnozzl e contour
pl ata equi pped wi th si ngl e i mpi ngi ng jets.
(b) Vi ew of assembl ed engi ne showi ng transpment nozzl e contour
pl ate equi pped wi th si ngl e i mpi ngi ng jets.
(o) Cutaway vi ew of engi ne wi th di d-copper nozzl e and equi pped
wi th l fi -paral l el -jet i njector.
FI GURDl .Transparentrsi dedrocket engi ne.
A combusti on pressure tap and a pressure vi brati on pi ckup
were i nstal l ed through one of the contour pl ates at about the
mi dpoi nt of the combusti on chamber.
The ei ght i njectors are di agrammati cal l y ahown i n fi gures
2 and 3. These maybe cl ssaed as i mpi ngi ng jets, i mpi ngi ng
jets wi th turbul ence projecti ons, and paral l el jets (shower-
head). The propel l ants were i gni ted ei ther by a gaseous
oxygen-al cohol fl ame, whi ch i n turn waa i gni ted by a spark
pl ug, or by a gunpowder squi b whi ch TWX+fi red i nto tho
chamber. I ?or runs 1 to 12, the i gni ter was l ocated at tho
center of the i njector; for runs 13 to 15, the i gni ter wns
mounted perpendi cul ar to the motor nxi s and 2% i nches
downstream of the i njector.
Propel l ant systems.-A schemati c di agram of the propol -
l antsystem used ti ththe fi r st engi ne i nrunsl to12i s
shown i n fi gure 4. The gasol i ne tank I I was pressuri zed to
20 pounds per square i nch by ni trogen from regul ator FF i n
order to mi ni mi ze cavi tati on i n the i nl et to the pumps,
Fr om the tank, the gasol i ne fl owed through rotameter Oto
two, four-cyl i nder, poti ti ve-di spl acement pumps DD, whi ch
were &upl ed to a si ngl e motor EE. The ei ght pumpi ng
str okes were uni forml y staggered to produce a mi ni mum
fl ow vari ati on. Fr om the pump, the gssol i ne paased through
a ser i es of hydraul i c r esi str mces BB to el i mi nate pul sati ons.
The gasol i ne then fl owed ei ther through propel l ant control
val ve Z snd i nto combusti on chamber V or through rel i ef
val ve CC and back i nto the suppl y tank. Duri ng a run, a
pressure of &bout 400 pounds per square i nch was requi red
to send the fuel i nto the combusti on chamber, and the rel kf
val ve was set at a pressure of 900 pounds per square i nch so
that no fuel wss bypssaed when propel l ant control val ve Z
W-M open.
a
oxygen
/
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Fuel
Sirqle intersectingj&-
Fuel hole, 0.055 diem.
Oxygenhole, CL120diem.
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---- ?
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Fuel
Oxygen
Two poirsof tiersecting jets
Fuel blest 0.037 diarn.
Oxygenholes,0.0 S3diarm
2-T
Fuel
Oxygen
Two pairs of intersectingjets
with splash pkates
Fuel hales, 0.037 diam
Oxygenholes, r20S3diam
.
Oxygen
Fuel
Multiple inlersectin~ jets
Fuel holes, 0.025 dlam.
Oxygenhaleq 0.052ndbm,
E
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----
==
--
Eight pairsof intersectingjets
Fuel hales, O.@O di em
Oxygenl -cdes, C1042di om
Single intersectingjets ydth
turbulence pra]ections
Fuel hale, 0.055 dish
Oxygenhole, 0.120 diam.
l ?mwrm 2.-Sahomati o vi ews of i mpi ngi ng-jet i rrjectcm used
two-di mensi onal ,tranaparenfi si dedrocket engi ne.
wi th
COMBUSI TONI N A TWO-DI MENSI ONALTRANSPARENTROCI C13TENGI NE 601
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FmmtEI 3.Front vi ew of paral l el -jet i njectors used wi th two-di men-
si onal , transparenfi si dedrocket engi ne.
The l i qui d oxygen was stored i n a 4gal l on, stai nl ess-steel
tank L l ocated cl ose to the combusti on chamber. The tank
ma pressuri zed to 400 pounds per square i nch by means of
gaseous oxygen from pressure-reduci ng val ves A and B.
Fr om the tank, the l i qui d oxygen fl owed through a vane+pe
fl owmeter T and propel l ant control val ve X to combusti on
cl mmber V.
I n order to stop the combusti on qui ckl y after each run,
fl ushi ng the l i qui d-o~gen l i ne wi th ni trogen was necessmy.
Thi s fl ushi ng was accompl i shed by pressuri zbg tank AA wi th
ni trogen duri ng the run by means of three-way sol enoi d
val ve F. At the concl usi on of each run, the three-way sol e-
noi d val ve sent the contents of tank AA i nto the l i qui d-
osygen l i ne cl ose to the i njector, whi ch forced any oxygen re-.
mai ni ng i n the l i ne out through val ve U.
I n the porti on of thi s i nvesti gati on wi th the engi ne of fi g-
ure 1 (c) (runs 13 to 15), a modi fi ed system was used. The
fuel fl ow was mai ntai ned by means of a gear pump dri ven at
n constant predetermi ned speed; the fl ow rate was measured
wi th a rotameter i n the pump sucti on l i ne. Before each
-- Nitrogen
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Sewmdaryoqgen pressure-~r
Pri mary oxygen pressureregul atnr
Oxygen-suppl y pwmre gage
Fi l ter
Threemay ai r-operated val ve
Three-way sol enoi d val ve
Li qui d-osygen fl owrneterdi al
Cornbusti on-ohamberpressuregage
&eous-oxygen suppl y tank
Cl ook
Li qui d-oxygen-tank pressuregage
Li qui d-oxygen tank
Gwol i ne-noml e prwmre gage
Li qui d-oqgen-nozzl e preeauregage
Rotameter
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Data camera
Gasol i ne-pumppressuregage
Presaumtap
. Preesukevi brati on pi okup
Li qui d-oxygen fl owmeter el ement
Two-way ai r-operated val ve
Ckunbusti onohamber
Squi b
Propel l ant control val ve-l i qui d oxygen
Aotuati ng ai r uyl i nder
Propel l ant coptrol val ve-gfxdi ne
Smal l ni trogen pressuretank
Hydraul i c resi atanm
Rel i ef val ve
Gwl i ne pumps
El eotri omotor
Secondary ni trogen prawure ti gul ator
.
Pri mary ni trogen p~ure regul ator
Ni trogen ~g connecti on
Gasol i netank
Ni trogen suppl y tank
Shaded area shows i nstrumentsrecorded by data camera.
FI Gm 4.Di agrammati c sketoh of propdl ant and control system for
txanaparenti ded roaket engine.

602 REPORT 1134NATI ONAI JADVI SORY COMMI T1EE FOR AERONAUTI CS
run, ful l fuel fl ow was establ i shed and ci rcul ated back to the
suppl y tank through a hi gh-pressme rel i ef val ve.
Thepri nci pal di fEerencebehveenthi ssyetem andthegasol i m
oxTgen system i nvol ved the use of a posi ti ve-di spl acement
pump that mai ntai ned a constant I i qui d+xygen fl ow
over a wi de vari ati on of i njecti on pressure.
The pump con-
si sted of a cyl i nder havi ng sui l i ci ent vol ume to hol d al l the
l i qui d oxygen requi red for about 5 seconds of operati on at the
100-pound-thrust l evel . A standard hydraul i c pi ston
actuated a second pi ston to force the oxygen bm -the cyl i n-
der, whi ch was kept i n a l arge Dewar fl ask contai ni ng l i qui d
ni trogen. A commerci al vari abl e-del i very hydraul i c pump
mai ntai ned the hydraul i c pressure to the actuator. Li qui d-
osygen fl ow was determi ned by measuri ng the ti me di spl ace-
ment of the cal i brated cyl i nder.
I nstrumentati on.Thrust and chamber pressure of the
engi nes were measured i n addi ti on to fl ow rates. Thrust
was determi ned by usi ng a bar spri ng equi pped wi th strai n
gages connected i n a bri dge ci rcui t to a sel f-bal anci ng recordi -
ng potenti ometer. Chamber pressure was measured by
photographi ng a Bourdon tube gage three ti mes per second;
the rate of change of pressure was measured by an engi ne
knock i ndi cator of the magnetostri cti on type, whi ch was
connected to an osci l l oscope, and recorded by a movi ng%l m
camera. . Other auxi l i arymeasurements made are shown i n
fi gure 4.
The camera for studyi ng combusti on patterns was a 16-
mi l l i meter commerci al moti on-pi cture camera havi ng a
maxi mum speed of 3000 ti es per seti nd; an el ectroni c-
wave generator -wi th a constant frequency of 1000 cycl w per
secend marked the fi l m every 1/1000 second.
OPERATING CONDITIONS AND PROCEDURE
Commerci al l i qui d o~gen and 62-octane unl eaded gasol i ne
(runs I to 12) or osygen and heptane (rune 13 to 15) were
used. For a combusti on-chamber pressure of 300 pounds
per square i nch absol ute, the theoreti cal performance of
osygen wi th these fuel s i s as fol l ows:
I-4-=4
Oxfdant-fuel m-ef$ltmtfofor mximmnati-b--
E z
Maxtmom 8@ac fmpnlsefor eqombrfum
Combmtlon terqwatme for maximum specillo fmpnkej OIt--- W70
. . . . . . . . .
. mm
Before a run, the fl ows were preset i n an attempt to obtai n
an oxi dant-fuel wei ght rati o of 2.4. Al l the fi ri ng operati ons,
i ncl udi ng shutoff, were automati cal l y performed upon cl osi ng
of a si ngl e swi tch. The fol l owi ng schedul e was used: Li qui d-
oxygen fl ow was started and a 15-second del ay al l owed the
oxygen l i nes and i nje,ctor to cool and reach we proper fl ow
rates; at 15 seconds, the hi gh-speed camera was started and
the squi b i gni ted; at 16 seconds, the fuel was admi tted and
i gni ti on took pl ace. As soon as al l the ti i n the camera
was exposed, the propel l ant fl ow was stopped and the l i qui d-
o~gen l i ne was fl ushed wi th ni hogen.
Si nce the camera fi l m l ength al l owed ~ ei posure ti me of
l ess than 3 seconds, the run was schedul ed to l asti ~bout 1%
seconds. After each rup, thq i nner sheets of the tmqspment
si des and the sqqi b were repI a&d.
. .. .
GENERAL COMBUSTION PHENOMENA
The combusti on-phenomena di scussi on i s subsequentl y
broken down i nto the vari ous i njector confi gurati ons, pl rwti c-
wi ndow patterns, performance, and temperature cal cul ati ons.
I n a l ater secti on, sel ected photographs show i rregul ar com-
busti on phenomena of starti ng characteri sti cs, esqdosi ons,
and osci l l ati ons.
Frpme 1
kO.333 millisec+2
3
\
-..
,
/
Liquid oxygen-<
FI QUI W5.Combusti on of l i qui d osygen and gasol i ne i n trmeparent-
si ded rocket engi ne wi th si ngl e i ntersecti ngjets, and wi th moti on of
nonl umi nous pocket (arrow%)shown. Run 1~camera speed, 3000
frameaper seoond; thrust, 76 pounds.
COMB~STION PAITKRNS WITFf VARIOUS INJEGJ70RS
Mersecti ng jets.Combusti on wi th four combi nati ons of
i ntersecti ng-jet i njectors i s shoti i n @urea 6 to 9. Al l the
fi gures show some nonuni form l i ght emi ssi on, and pockets
of nonl umi nous gases appeared randoml y through al l the
photographs. Some of the pockets retai ned thei r i denti ty
as they fl owed through the chamber, as i ndi cated by the
arrows of fi gure 5. Wi th two wi del y spaced pai rs of i nter-
secti ng jets, the resul ti ng photographs often show, as i n
-e 6 (b), a dark regi on i n the vi ci ni ty of the fuel jets and
a center core of nonl umkous gas that moved through the
chamber as an undul ati ng core. I t mi ght appear ,at fi r st
i nspecti on that l ateral movement exi sted to cause the undu-
l ati on. However, cl oser i nspecti on of the ori gi nal photo-
graphs shows that dark areas arose i n the i njector fuel area
and the l umi nous l obes emerged from_the si de areas; but
the dark area, A i n fi gure 6 (b), and the l umi nous areas, B i n
fi gure 6 (b), passed through the. chamber al most undevi ated
frem the l ongi tudi nal path Ori gi nati ng near the i njector.
The wavy core was apparentl y made up,,of pockets of non-
reacti ng propel l ant mi xtures that were -di spl aced l ateral l y
and-were so cl ose together that they were joi ned.
COMBUSTI ONI N A TWO-DI MENSI ONALTRANSPARENTROCKETENGI NE
603
Frame I 3
(:)
(b)
C-33053
W
L@J&x::x[-=~::: .-
--- ---.squib flame
(o) Run 11; cameraspm~ 2380frameaper second; thrust, 73pounds.
(b) Run 12; cameraspeed,2780framesper second; thrust, 66pounds.
FXGURE 6.Combudti on of l i qui d o~gen and gasol i ne i n transparent-
sl dcd rocket enghe wi th two sets of si ngl e i ntersecti ng jets.
The l umi nous gas outsi de the engi ne (fi gs. 5 and 7) was a
refl ecti on of combusti on l i ght by external oxygen vapor.
Fi gure 8 shows two pai rs of i ntersecti ng jets wi th projecti ons
mount ecl as spl ash pl ates; areas of nonl umi nous gas exi sted
i n the i njector area, and two dark str eaks often appeared to
stream horn the ti ps of the spl ash pl ates.
I ntersecti ng jets wi th turbul ence projeoti ons.-Photo-
graphs of i ntersecti ng jets wi th the turbul ence projecti ons
mount ed about 3%i nches downstre~ of the ~j ector faces
me shown i n fi gures 10 and 11. The projecti ons created
addi ti onal turbul ence and ci rcul ati on of pr opel kmts and
tended to form pockets of nonl umi nous gases downstremn of
the projecti ons.
Paral l el jets,Combusti on wi th 16 and 31 paral l el jets i s
shown i n fi gures 12 and 13, respecti vel y. Both of these
i njectors showed a stri ated pattern of smooth stream fl ow
wi th varyi ng i ntensi ty of l urni hosi ty across the stream l i nes.
An i ncrease i n the subdi vi si on of the propel l ant str eams
tended to i ncrease the uni formi ty of l umi nosi ty.
A major probl em of rocket combusti on, poor propel l ant
mi xi ng, i s i l l ustrated by the 16-paraUel -jet i njector (&g. 14).
The i njector was l ocated at the l eft of the photograph i n
fi gure 14 (a) and propel l ant fl ow was from l eft to ri ght and
out of the nozzl e not shown i n the photograph. Fr om the
mi dchamber mea to the nozzl e, fi ve bri ght zones A of i l l -
umi nati onor apparent combusti on are separated by four dark
zoneg 13 of noncombusti on. About hal fway between the
mi dchamber area and the i njector, zones of i ntense bri ght-
ness C al ternate wi th zones o; l esser bri ghtness D.
Frame I 2
. (a)
I
(b)
I
(c)
L
\
Squib flame-= ..-- Goso~me
,,
-.
Liquid oxygen-:
C-33052
(a) Run 3; camera speed, 2836 frames per second; thrush 112
pounds.
(b) Run 4; cameraspeed, 2810frames per second; thrust, 84 pounds.
(c) Run 6; cameraepee~ 2675frames per second; thrust, 91 pounda.
l ?mum 7.Combusti on of l i qui d oxygen and gwol i ne i n transparent-
si ded rooket engi ne wi th mnl ti pl e i nterseati i g jets.
The over-al l bri ght area near the i njector may be espl ai ned
as fol l ows: Wi th most l i qui d sprays, the fri cti on of gases
causw smal l fragments of l i qui d to peel off the l i qui d spray
and form a mi st. I t i s r~nabl e to assume that some mi st
mi xi ng woul d rjccur as a resul t of i nteracti on of the propel -
l ant pai rs as ti el l as bteracti on between the two di fferent
propel l ants.
Pri mary mi xi ng of the propel l ants woul d occur as the
str eams i ndi vi dual l y expand and fi nal l y touch. Run 14
(fi g. 12), when exami ned under moti on-pi cture projecti on,
shows practi cal l y no l ongi tudi nal ~turbul ence except near
the i njector and very l i ttl e l ateral %urbul ence. A possi bl e
schemati c spray cnni i gurati on i s shown i n fi gure 14 (b),
whi ch i l l ustr ates how the propel l ant str eams can mi x at
some stati on downstream and react. Thi s mi xi ng ~d
reacti ng cause i l l umi nati on and exposure of the photographi c
h as shown by i i gure 14 (a). The gray regi ons reprewnt
the unburned propel l ants, and the whi te regi ons represent
combusti on where i nteracti on takes pl ace. The schemoti c
i l l ustrati on i s based upon the actual i njector i n whi ch there
were fi ve oxi dant zones and four fuel zones resul ti ng i n ei ght
604 RDPORT 1134NATI ONAL ADVI SORY CO
MM1l XDElFOR .4J3RONAUTI CS
(b) -
C-33055
fi
tiq~r~een -~:::- - -.%!osh plate
{ --:-
*---
----S@ bftcme
(a) Run 9; camera speed, 2360 fram= per second; thrl @ approxi -
matel y 100pounds.
(b) Run 10; camera speerJ 2940 framea per second; thrust, 115
pounds.
FIQUZE 8.C@mbueti onof l i qui d oxygen and gasol i ne i n ti anepamnfi
si ded rooket engi ne wi th two pai rs of i ntercedi ng jeta wi th spl ash
pl atea.
Fmurm 9.-Start of combusti on and steady+hate burni ng of l i qui d
oxygen and gasol i nei n transparent-si dedroaket engi newi th mul ti pl e
i ntersecti ngjeti . Run 13; camera speed at frame 4, 857 frameaper
second; camera speed at frame 210, 1091 franm per second.
mi si ng zones. l ?i gnre 14 (a) shows ei ght zones of hi gh
i ntensi ~, and the hi gh-i ntensi ty zones can actual l y be
percei ved i n the ori gi nal photographs as cl ose as 1 i nch from
the i njector. The mi st and earl i er turbul ant ti ,ng cogl d
cause the apparent bl urred bri ghtness near the i njector,
Frame 1 2 3
Squib flome---- ~ .---Gosoline
\
C-33056
,
Liquid oxygen-~
----Turbulence projection
FICXTEE 10.Cembneti on of l i qui d oxygen and gasol i ne i n tranaparont-
si dcd rocket engi ne wi th si ngl e i ntersecti ng jets wi th turbul enoo
projecti ons. Run 2; cwuneraepc+ 3165 frames per second; thrust,
96 pOUQdS.
Fmpw I
(%)
3
I 2 3
(b)
Squibflame ---
C-33057
\
..--Gasoline
,
ti,qu~doxygen-ti.
_-Turbulence pro]ectlan
.
(a) Run 7; cmnera spee~ 1935 frame+ per second; thrust, 113
poumk.
(b) Run 8; cmneraspeed, 2490frameaper second; thrust, 72 pounds.
FIQIJIIII 11.-Combnetion of l i qui d oxygen and g=ol i ne i n transparent
si ded rocket engi ne wi th mul ti pl e i ntereeoti ngjets wi th turbul ence
projecti ons.
but the core or & stream of- the jets ul ti matel y shows
downstream the basi c pattern of the i njector.
The magni tude of the smal l -scal e l ateral turbul ence
i ncreased as the propel l ants moved toward the nozzl e, but
one basi c pattern emerged: The numbt+r of dark zones cor-
responded exactly to the number of i njector fuel zones and
probabl y were caused by hi ghl y concentrated unnmcted
fuel . Al so, the broad zones of combusti on had a somewhat
i ndi sti nct darkened core whi ch probabl y was hi ghl y concen-
COMBUSTI ONI N A TWO-DI MENSI ONALTRANSPARENTROCKETENGI NE 605
Propellant flow _ C-32838
FIGURE 12.Combusti on of l i qui d oxygen and heptane i n tranaparen&si dedrooket engi ne wi th l f3-paral l el -jeti njeotor. Run 14; thrua~
approxi matel y 79 pounds; cmneraspeed at frmne 1, 2500franm per seoond; camera speed at frame 84, 2525 frames per second.
tmte(l unused o.sygen. The si des of the bri ght zones were
obvi ous conti nuati ons of the ei ght hi gh-i ntensi ty zones
menti oned earl i er. Reference 1 al so reports that stri ati ons
occurred i n some systems, that the dark areas corresponded
to fuel zones, and that the bri ght areas cmresponded to
oxi dant zones. Thi s over-al l appearance l eads to the postul a-
ti on that fuel -ri ch mi xtures of oxygen-hydrocarbons do not
burn as wel l as osi dant-ri ch mi xtures. I t i s not known what
these mi xtures were, but i t seems reasonabl e from observa-
ti on of the smooth streami ng fl ow that the center cores of
both the oxi dant and the fuel zonea were ri cher than the
normal off-stoi chi ometri c mi xtures usual l y consi dered. The
precedi ng postul ati on i s further substanti ated by an ex-
pl osi on, menti oned l ater i n I RREGULARCOMBUSTI ONPHE-
NOMENA,i n whi ch an unburned sl ug appears to come from
a fuel zone.
BUEN PATTERNS IN PLMTIC WINDOWS
Most of the photographs of burn patterns i n pl asti c
wi ndows show a great deal of strati fi cati on at the nozzl e
throat. The pl asti c was burned to a l esser depth behi nd
the dark str eaks than behi nd the bri ght areas. Thi s effect.
i s shown i n fi gure 15, i n whi ch a photograph of the combusti on
duri ng one of the runs i s compared wi th the pl asti c wi ndow
from that run. On the bottom si de of the nozzl e throat, the
fl ame burned compl etel y through the Z-i nch pl ate and sl i ghtl y
i nto the backi ng pl ate; on the top si de, the pl asti c di d not
burn through. The combusti on photogfa~h shows that the
top si de, whi ch has the l ess l umi nous area, was not burned
so deepl y. Thus, nonuni form fl ow through the nozzl e wi th
the possi bi l i ty of asymmetri c thrust forces i s i ndi cated.
The l umi nosi ty of the gases decreased very rapi dl y as the
gases passed i @o the di vergent secti on of the nozzl e probabl y
because of a deci i mse i n both temperature and densi ty.
Ehen though the fl ame outsi de the rocket engi ne appeared
very bri ght to the eye, i t was not bri ght enough to record on
the hi gh-speed photographs. Fi gure 15 further shows that
i n the di vergent secti on of the nozzl e a pattern i n whi ch the
Mach l i nes are di scerni bl e was burned i nto the pl asti c
wi ndom.
The pl asti c wi ndows al one form an i nteresti ng record of
the run, for they show vari ati ons i n the i njector acti on by
burni ng to a greater depth i n l i ne wi th some of the propel l ant
streams. I f such burni ng occurs more on one pl ate than on
the other, poor al i nement of the propel l ant str eams i s
i ndi cated. The si des al so show some of the fl ow vari ati ons,
parti cul arl y around the. turbul ence projecti ons and i n the
nozzl e regi on. I nmost cases, we nozzl e throats were burned
deeper at the edges than i n the mi ddl e of the pl asti c surface,
.
606 REPORT 1134NATI ONAL ADVI SORYCONNI TTEE FOR AERONAUTI CS
Fm
I
2
3
FIGURE 13.FuU chamber vi ew of combusti on of l i qui d oxygen and
heptane i n transparentdded rooket engi ne wi th 31-paral l el -jet
i njeotor. Run 15; thrust, 134 pounds; camera speed, 1845 framee
per second.
whi ch i ndi uted ei ther hi gher vel oci ti es or hi gher tempera-
tures at the edges. I n the di vergent secti on of the nozzl e,
the J,fach rtngl e can be measured from the pattern formed
there and gi ves an addi ti onal checl r on the cal cul ated con-
di ti ons. I n the runs presented herei n, however, condi ti ons
vari ed too greatl y from the begi nni ng to the end of the run
for such rLmeasurement to have much val ue.
PERFORMANCE
Thrust measurement,-I t was found that engi ne per-
formance data coul d not be measured wi th sti ci ent ac-
curacy to make compari sons among the vari ous i njector con-
fi gurati ons used. The short operati ng ti me, the l ack of
rapi d-response i nstrumentati on (except rate of change of
pressure), the i ntermi ttent recordi ng of &amber pressure
and fl ow, the consumpti on of pl asti c duri ng a run (up to 20
percent of the total fl ow), and the rapi d erosi on of the throat
of the pl asti c nozzl e were al l contri buti ng factors i n prevent-
i ng accurat~ performance measurements. Tabl e I shows
appro.si mate performance data for use as a gui de i n studyi ng
the combusti on photographs. Si nce thrust was measured
conti nuousl y, i t was used as a qual i tati ve i ndi cati on of
performance, al though thi s use oan be mi sl eadi ng when
there are l arge vari ati ons. i n chamber pressure and fl ows.
Temperature cal cul ati ons,-For many of the runs, meas-
urement of the vel oci ty of the propel hmt gases was possi bl e
i n the combusti on chamber from observati ons of the move-
Oxygm:-
( 0)
Propellant
orifice
ootitions
oxygen
FueI
Oxygen
Fuel
Oxygen
Fuel
Fuel
Oxygen
.
-Fuel-richrqlcm
-Bu@-q propellants
-Oxyge*rich regkm
(b)
(a) Erdargement of frame from run 14, 03 seconds after start of
combusti on. Approxi matel y one-tenth actual si ze of engi ne wi ndow
and magni fi ed 10ti i = from negati ve.
(b) Approxi matel y two-thi rds actual si ze of 16-paral l el -jeti njeotor.
Fmmzn 14.-Schemati o i l l ustrati on of propel l ant spray confi gurati on
showi ng pri mary zones of mi si ng (l i ght areas).
-Gasoline
. ---- ---- . . .. .
,
m
C-203ti (
.. .
FIGUBB 15.Pl asti c pl ate after run of 1.9 seconds and oombusti op
taken through same pl ate. Run 2.
COM13US7TONI N A TWO-DI MENSI ONALTRANSPARENTROCEETENGI NE
607
.
TABLE I.APPROXUWATE PERFORMANCE DATA
Cembus-
H:myd
Fuel oxk&.rlt T~ J&&
RmI I r@ctor f l ow,
lb/seo lbfs& lb
prmw
P&l/
/2
Engine 1 (@Mb nozzle)
d
h
I ----[ 75 I -----
Sln@e fntewdngjeis... (kudine------ . . . .
T Slnglo Intmmmtlng jets Omlhe.. ---- a 16 a33 w, I&a
with turhnlerm pro.
jeetiona
.
T hfuulple intersecting ClosdbIe_.-.. a 17 am 112 Z3
4
G
.17 .34 ~ ml
.17 .35
0
215
.16 .43 110 m
.
7 hfUltiph2 intemeothg Gwdlne.....- II 18 a35 113 . -------
j CtS wtth turbulent=+
8
prejeetform
.18 .23 72 1T3

9 2 Pnirs of fntmwtlng Gedlne...... a18 a 24 m 199
jets wltb spkb phti
10 .la .42 115 246

F 2Pnfrs0f fntersectlngjets. Orwllne, . . . . . 6_18
12
0,24 n 176
.16 .21 65 164
Enghre 2 (mppcr nozzle)
13
-+
8Pnfrsoffnterwcilng jets. CkMine... - aM a36
-1+
w 165
v 16Pmllel k&.. . . . . . . . . . Heptnne. ----- ~ a32 76 >!m
1
16 31Pnmllcl ]ek . . ..-..._. Heptrme . . . . . . a 16 aw >KO >31XI
ment of a nonl umi nous pocket. Wi th the use of thi s val ue,
together wi th measured val ues for combusti on-chamber
pressure, wei ght fl ow, and area i n accordance wi th the fol -
l owi ng equuti on, the rati o of the combusti on temperature to
the mol ecul ar wei ght of the products TJ m can be deter-
mi ned:
T._ VoPcAc
% WR
(1)
where
T. combusti on-chamber temperature
m ~verri gemol ecul ar wei ght of combusti on gases
v, gasvel oci ty i n combusti on chamber
P. combusti on-chamber pressure
A. combusti on-chamber cross--secti onal area
W
total propel l ant wei ght fl ow
R uni versal gas constr mt
I n most of these experi ments, the cross-secti onal area and
the. combusti on-chamber pressure conti nual l y changed and
there was i nsti ci ent ti mi ng correl ati on to determi ne val ues
for the pressure and the area at the exact ti me for whi ch the
vel oci ty was measured. These measurement uncertai nti es
al l ow onl y an approxi mate measurement of TJ m by the
use of equati on (1). The rati o TJ mcan be determi ned horn
other measured quanti ti es; thus
where
A, nozzl e-throat area .
i l l combusti on-chamber ~l ach number
Y
rati o of speci fi c heats
9
accel erati on due to gravi ty
Equati on (2) can be deri ved from Bernoul l i s equati on by
assumi ng an i sentropi c process. The rati o of speci fi c heats
cannot be experi mental l y measured, but the use of the
theoreti cal val ue of the rati o of speci fi c heats i ntroduces
onl y a smal l error. For most rocket engi nes, the effect of
combusti on-chamber N1ach number i s so smal l that i t can
be negl ected. I n the fi rst 12 experi ments reported, the
nozzl e-throat area vari ed greatl y duri ng the runs, and corL-
sequentl y the use of equati on (2) to determi ne TJ m is also
subject to measurement uncertai nti es:- The-fol l owi ng tabl e
presents the rati o of the measured val ues of TJ m as deter-
mi ned by the use of equati ons (1) and (2) to the theoreti cal
. . . .
val ues of TJ m: -
Run hj e&3r system
I
Theo-
retical
T.-/m
Ii
I
5 Mnltlple fnterbwtfng Jets wftbont tnrbnlenea
Prom ------------------------------------ 254
k
11 I TWO@a of i ntemetf ngj ets wf tbSPLAI pMes-- a?.a
15I 16~dj ti - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 287
16I 31PereUelJ eti - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 257
.?&awnd Tr/?n
Theoretfml T,@I
m
Eqn&tfon Eqnamtfon
a46 I 0.s3 I
an ae5
.
am ass
The areas used for the val ues shown i n the tabl e were those
for the star t of the run for the transparent nozzl e (runs 4 and
10). Other val ues used -were taken at the maxi mum
combusti on-chamber pressure. Duri ng each run wi th the
transparent nozzl e, the nozzl e-throat area changed by a factor
of 2; hence the measurement uncertai nti es for the vari abl es
of equati on (1) were probabl y l ess than those for equati on
(2). By the use of equati on (l ), the resul ts show that the
measured TJ m varies from about 40 to about 70 percent of
the theoreti cal TJ m.
IRREGULAR COMBUSTION PHENOMENA
STARTING CHARA(XERISTICS
Some star ts were smooth; that i s, the combusti on spread i n
a steady manna throughout the chamber. Other runs were
errati c; at the star t of these runs, a smal l fl ame appeared i n
the vi ci ni ty of the i ntersecti on of the propel l ant jets. Thi s
fl ame swel l ed and di mi ni shed i n an i rregul ar and ~even man-
ner duri ng the ti me i t was extendi ng to ~ the combusti on
chamber. I n many runs, about X second was requi red for
the fl ame to fi l l the enti re chamber and to become rel ati vel y
stabl e. Some ti mes the star t consi sted of a ser i es of expl o-
si ons, as shown by the sequence of photographs i n fi gure 16.
Expl osi ve sti zr tsfrequentl y caused burst@ of the wi ndows;
thi s same phenomenon coul d damage metal chambers.
EXPLOSIONS
Starti ng expl osi ons can exi st i n a mi l d form, as i l l ustrated
i n fi gure 16, or as more di sastrous star ts, whi ch are di ffi cul t
to record and to eval uate. I n fi gure 16 the burni ng appeam
to be normal l y smooth duri ng the fi r st cycl e, whi ch peaks at
ti e 5. How-ever, the burni ng i n the second and thi rd
cycl es; whi ch peak at frames 27 and 51, respecti vel y, was
expl osi ve. The spati al l umi nosi ty change between frames
25 and 26 i s faster than the movement of propel l ants through
the same space (normal l y i n the range of 100 to 300 ft/see).
Thereforej i t seems reasonabl e to conchde that an unburned
mi xture was condi ti oned to become expl osi ve and that
some unrecorded di sturbances tri ggered the combusti on
__ ...
608 REPORT 1134NATI ONAL ADVI SORY COMMJ!I TEE FOR AERONAUTI CS
C-33060
Fmurm16.-Starting explosions of l i qui d oxygen and wol i ne i n trans-
parenbsi ded rocket engi ne wi th mul ti pl e i ntersecti ng jets wi th
turbul ence projecti ons. Run 8; camera speed at fr ame 1, 602
frama per second; camera speed at fkame60, 695 frames per second.
al most si mul taneousl y throughout al l parts of the chamber
or tri ggered the mi xture by a wave compressi on.
bother sequenm i n whi ch the start was expl osi ve i s shown
i n fi gure 9, frames 1 to 6. Si i ce onl y the i gni tOr fl ame ap-
pears i n frame 3 and the enti re chamber i s l umi nous by frame
5, no upper l i mi t of spati al vel oci ty can be. computed; but a
fl ame vel oci ty of about 500 feet per second or greater i s i ndi -
cated because the fl ame i l l s the fi rst 7 i nches of the chamber
of frame 4.
~l osi ons from previ ousl y menti oned i mproper mi xi ng
may occur duri ng the mi ddl e of a w as shown by fi gure 12.
Projecti on of the sequence showed that the start was cycl i c
but that smooth streami ng combusti on exi sted by the ti t
frame of fi gure 12. Four dark areas, A i n frame 1, project
i nto the chamber area and pul sate l ongi tudi nal l y, someti mes
becomi ng qui te smal l and other ti mes qui te extensi ve. One
or both of the top dark areas i ndi cate mah%ncti oni ng of the
i njector, as evi dencdd by prope~~t circ~ation fi th~t area
and shown by B i n frame 4. Momentmy mal functi on may
or may not be seri ous; for exampl e, a sl ug of apparentl y
unburned propel l ant passed harml essl y through the chamber
(i ndi cated i n frame 2 of fi g. 12 by C).
Soon afterwards another sl ug of unburned propel l ant
started through the chamber as shown, for exampl e, by D
i n frames 29 and 43, but thi s sl ug expl oded when i t reached
posi ti on E i n frame 48. Apparentl y, the second sl ug had
sn.fl i ci ent i gni ti on del ay to become expl osi ve. The combusti on
mechani sm or rate appeared to be changed, as evi denced by
the i ncreased l umi nosi ty. The i njector fl ow ma di sturbed by
the wqdosi on but qui ckl y reestabl i shed i tsel f (frames 61
to 63); combusti on rapi dl y fol l owed the reestabl i shment of
the i njector fl ow, the expl osi on gases were swept from the
chamber, and the system appeared to be normal by frame
84, except for occasi onal sl ugs of unburned propel l ant th~t
di d not expl ode (typi cal of that shown by F i n frame 78).
The sequence show@ the mi drnn expl osi on i ndi cates a
condi ti on,that al so may cause destructi ve damage to engi nes.
From the photographs i t appearw that the vari ati on of
i gni ti on l ag from i mproper mi xi ng i ndi cate9 a propel l ant
mi xture rati o that can cause starti ng expl osi ons, mi druu ,
expl osi ons, and other transi ent phenomena.
COMSUWONOSCI LLA~ONS
J-xxv-frequency osci l l ati ons, commonl y known as chug-
gi ng, are i l l ustrated i n the sequence of fi gure 17. The
phenomenon of chugg~~ was i i rst encountered and percei ved
through the techni que of transparent chamber photography.
Fi gure 17 shows 2% cycl es of chuggi ng wi th a frequency of
approxi matel y 98 cycl es per second. Another sequence, not
Fmwri n 17.Low-frequency osci l l ati on or
frequency, 98 OYCI Mper seoond; camera
second.
.
chuggi ng. Chuggi ng
speed, 1600 frarncs per
COMBUSmONI N A TWO-DI M33NSI ONALTRANSPARENTROCKETENGI NE
(50{
G
i l l ustrated, was anal yzed and found to gi ve a frequency of
103 cycl es per second. Chuggi ng i s characteri zed by armted
fl ow wi thi n the chamber and someti mes by fl ow reversal .
Anal ysi s of propel l ant fl ows and chamber combusti on param-
eter s (ref. 4) has reveal ed a l ogi qal expl anati on of chuggi ng.
The anal ysi s shows chuggi ng to bean ouhof-phase coupl i ng
between the fl ui d fl ow of the propel l ant feed system and the
combusti on process i n the rocket chamber. Low propel kmt
pressure drop across the i njector aggravates chuggi ng, whi ch
usual l y can be al l evi ated by use of an i njector desi gn that
i ncorporates the use of hi gher pressure drop. Duri ng the
star t of many of the runs, a di sti nct osci l l ati on of 100 to 300
cycl es per second exi sted. Thi s osci l l ati on cmwponded to
a bri ghteni ng and di mmi ng throughout the enti re combus-
ti on chamber, as i l l ustrated i n &me 14.
Hi gh-frequency osci l l ati ons have al so been encountered.
When T+n is know-n, computati on of the speed of sound
through the combusti on gases and thus of the vari ous natural
frequenci es of the chamber i s possi bl e. By use of an average
val ue of TJ m as obtai ned by means of equati on (1) and a
theoreti cal val ue for the rati o of speci fi c heats, the fol l owi ng
val ues were determi ned for the natural frequenci es of th~
combusti on chamber:
C-33062
FmUBE17Concl uded. Low-frequency osci l l ati ons or %huggi ng.
Chuggi ng frequenoy, 98 oyol ea per second; camera speed, 1500
framcaper second.
Length---------- m
Width ..-.. ----------
TtdoknEss----------- Qam
I n the combusti on-chamber-pressure osci l l ati on records, twc
vi brati on frequenci es were promi nent throughout the runs:
one at approxi matel y 1900 cycl es per second and the othe~
at approxi matel y 25,000 cycl es per second. These osci l l a-
ti ons, therefore, approxi matel y correspond to the natural
frequenci es for the l ength and tl +i ckness of the chamber.
Sampl es of the vari ous osci l l ati on records he shown i n fi gure
18. Occasi omdl y a frequency of about 4000 cycl es per second
was recorded, ~d &i s frequency was found to be the natural
frequency of the thrust stand.
SUMMARYOF RESULTS
A techni que was devel oped that used hi gh-speed, moti on-
pi cture photography to study combusti on i n a 100-pound-
thrust, transparent-si ded, two-di mensi onal rocket engi ne.
O~gen and ei ther gasol i ne or heptane were i ntroduced i ntc
the chamber ,through a vari ety of i njectors, and moti or
pi ctures of the>burni ng process al ong wi th si mul tsmeous
recordi ngs of operati onal and osci l l atory data were taken.
610 REPORT 1134NATTONALADVI SORY COMMI MDEFOR AERONAUTI CS
The fol i owi ng resul ts were obtai ned:
1. Al l the i njectcns shoyed nonurl i formi ~ of combusti on.
2. Turbul ence projecti ons used wi th the i njectors i ncreased
the apparent mi xi ng and ci rcul ati on of propel l ants.
3. An i ncrease i n the number of hol es of the paral l el -jet
i njectors tended to i ncrease the uni formi ty of combusti on.
4. Pl asti c-wi ndow patterns provi ded addi ti onal i nforma-
ti on regardi ng gas-fl ow paths and qual i tati ve i ndi cati ons of
surface-temperature vari ati ons.
6. The rati o of the combusti on temperature to the mol ec-
ul ar wei ght of the products, cal cul ated from gas vel oci ti es
obtai ned from the combusti on photographs, was computed
to be 40 to 70 percent of the theoreti cal val ue.
6. Vari ati on of i gni ti on del ay from i mproper mi xi ng i ndi -
cates a propel l ant mi xture rati o that can cause starti ng
expl osi ons, mi drun expl osi ons, and other short-durati on
tr r msi entphenomena.
7. Low-frequency osci l l ati ons of approxi matel y 100 cycl &
per second were recorded duri ng some runs. Some of the
star ts gave frequenci es of 100 to 300 cycl es per second.
S. Combusti on-chamber osci l l ati ons were recorded that
approxi matel y corresponded to the resonant fr~quenci ea of
the l ength and thi cl mw of the combusti on chamber.
Lmvrs I?LIGHT PROPULSI ONLABORATORY,
l VATI ONALADvi soRY Co afarrrrm FOR&3RONAUTI CS,
CLEVELAND,OHI O, ~a~ %??,196$.
REFERENCES
1. Al teei mer, John H.: Photographi c Techni ques Appl l ed to Com-
busti on Studi es-Two-Di mensi onal Transparent Thrust Cham-
ber. Jour. Am. Rocket Sot., vol . 22, no. 2, Mar.-Apr. 1952,
pp. 86-91.
2. Berman, Kurt, and Logan, Stanl ey E.: Combusti on Studi es wi th
a Roaket Motor Havi ng a Ful l -hngth Observati on Wi ndow.
Jour. Am. Rocket WC., vol . 22, nc. 2, Mar.-Apr. 1962,pp. 78-86.
3. Berman, Kurt, and Cheney, Samuel H., Jr.: Combusti on Studi es
i n Rocket Motors. Jour. Am. Rocket Scm., vol . 23, no, 2,
Mar.-Apr. 1953, pp. 89-95; di scussi on,pp. 96-98.
4. Ti achl er, Adel bert O., and Bel l man, Donal d R.: Combusti on I nsta-
bi l i ty i n an Aoi d-Heptane Rooket wi th a Prcasuri zed-ChsI %orM-
l ant- Pumpi xi g Systi m.
NACA RM E51G11.)
NACA TN 2936, 1953. (Supersi dos
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