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ATI NO. 85 2t8

1

V
ANALYSIS AND EVALUATION OF GERMAN ATTAINMENTS
AND RESEARCH IN THE lilQUID ROCKET ENGINE FIELD

VOLUME

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PJROPELLANT INJECTORS

*5-=

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American Power Jet Company
Montclair, N. J,

******

February 1952

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Published by

CENTRAL AIR DOCUMENTS OFFICE

(Army - Navy - Air Force)
U. B. Building
Dayton 2, Ohio

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ABSTRAff
This report on Propellant Injectors shows the interrelation of"
injector development to the design and performance characteristics
of rocket engines. Various injector types are studied, design parameters established, and details of many leading foreign injectors
. summarized/ For a complete coverage of .these subjects, it is
recommended that all volumes of this series be consulted.; Utilixa tion was made of the applicable portions of the 55,000 captured foreign
documents relating to rocket engines, supplemented by interroga^
tions of Gernlah technical personnel located in the United States.

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ANALYSIS AND'EVALUATION OF GERMAN ATTAINMENTS AND

RESEj^tOT IN THE LIQUID ROCKET ENGINE FIELD

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PREFACE

Volume IV, entitled "Propellant Injectors," is one of a series of 14 volumes covering the
compilation, rtrsun'; and/analysis of German liquid rocket engines, procured from the American
Power Jet Co*, under Contracts No. W-33-038 ac-17485 and No. AF 33(038)-3636 with the
Intelligence Department, AMC, Wright-Patterson Air Force Base, Dayton, Ohio.
s
,

The 14 volumes of this series are as follows:

Volume I
"" Volume D "">;.
- 'Volume HI
Volume
Volume
Volume
Volume
Volume
Volume

IV
V
VI
Vn
Vm
DC
.

Volume X
Volume XI
Volume XU
Volume XIII
Volume XIV

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Combustion Chambers .
. Combustion Chamber Cooling
Analysis of Design and Performance of
Foreign Rocket Combustion Chambers
Propellant Injectors
.*' Propellant Supply Systems
Rocket Engine Turbines and PumpsvThrust Control
Rocket Engine Control and Safety Circuits
Liquid Rocket Engine Installation and
Flight Program Factors
Ground Handling of Operational Liquid
%
Rocket Engines
.. Ground Handling of Operational Liquid
Rocket Engine Propellants
J . . . . Liquid Rocket Engine Test Facilities and
f
Testing Techniques - Peenemuhde Rocket
Group
L
Liquid Rocket Engine Test Facilities and
I.
Testing Techniques - BMW Rocket Group
:..... Liquid Rocket Engine Production Experience

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TABLE OF CONTENTS
Page No.

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Introduction
Function .
General Considerations
Injector Types
. . .
Spray Injectors
Orifice Type
Composite Orifice-Spray Type

.<*

Injector Design Parameters

Details of Leading Foreign Injectors
*..,....
_, Individual Intersecting Sprays - P 3390A. ......
'.-
Concentric Intersecting Sprays (Self-Capping) -HWK 109-509
Concentric Intersecting Sprays. (Non-Self-Capping) - Peenemunde Ring
Injector.
.'..';
...
Orifice-Deflector Plate Injector - HWKRI -21Qb
.:.....
Simple Orifice Type - BMW 109-548
r.
Regulable Orifice Injector - BMW 109-558
Tripropellant Injector - Winkler
Spray Plate - Peenemunde C-2 (Wasserfall). .

Cup Injector for "Cold" Reaction - HWK 109-507

Counterflw Injector - Peenemunde A Series .
Burner Head Development - Peenemunde B Series . ....
Composite Orifice-Spray Injector - A-4
;

Summary and Conclusions'

Bibliographical References

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im* OF ILLUSTRATIONS
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P 33*0 A -Head of Combustion Chamber Showing Injector

>
Parts of P 3390A Combustion Chamber and Injectors . . . .
Injector Distribution No. 1 for P 339A
Injector Distribution No.*2 for P 3390A . . : . ,
v
Injector Distribution No. 3 for P 3390A . . ... ........... . /. .......
Injection Gage Pressures vs. Combustion Chamber Pressure for P 3390 A
Thrust vs.Specific Consumption for P 3390A
."..../>."..
Injection Pressure vis. Merit Combustion Rating for P 3390A
Thrust vs. Chamber Pressure for P 3390A
[/.. .A ......... .
Appearance of Thrust Nozzle After 3-Hour Run With'Injector Distribution
No. 2 . . .? .'. . .'
.... ... . .:. ... .
Appearance After 3-Hour Run With Injector Distribution No. 2.
Formation of Dark Spots After Half-Hour Run With Injector Distribution
No. 1- ...
,
/. .
Thrust Nozzle Burned Through at Neck After 13-Minute Run With Partial
Coolingand Injectors R-IH 12-1017B
/. . . .
Thrust Nozzle Burned Through After 10-Second Staat With Injectors R-III
* . 3042-1017B and Partial Cooling
.
Formation of Dark Spots After 1 -Hour Run With Injector Distr itaotion No. 3 .
14
' .
Appearance After 1-Hour Use With Injector Distribution No. 3
15
.- z
Final Design of HWK 109-509 Injector
16
Head of HWK 109-509 Showing Injectors in Place
.....'.....
17
18a Combustion Chamber Burner Plate Showing Method of Zoning Burners Into
*
,* Three Separate Stages
'.......,..! ,'.. . .
18b Method of Dividing the Delivery Pipes to Serve Each Stage
......
Uc-3 . 19 Manufacture of Ring Injector
Partial Section of 25-Ton Ring Injector
."
_d
20
Assembly Drawing of 1 -Ton Ring Injector
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21
Ring Injector
:.....
..>....
22
HWK RI 210B Injector Assembly
23
Injector Pressure Drop vs. Efficiency Factor for BMW 109-548
24
Variation
of Specific Propellant Consun#tion With Thrust - BMW 109-548 . .
25
Sketch of BMW 109-548 Injector Showing Distribution of Holes and injection
26
Angles
BMW 109-548 Injector
.
27
BMW 109-548 Injector
28
Inner Jacket of Chamber for BMW 109-548 Showing Injector Head With
29
Fittings Welded in Place
:
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Assembly BMW 109-558 Combustion Chamber Showing Injector Details ....
* 30
BMW 109-558 Injector Head Ready for Installation Showing Details of First31
Stage Injection
BMW 109-558 Injector Subassembly Showing Detail .of Inserts
32
Upper Portion of BMW 109-558 Injector Giving Dimensions
.
33
Lower Portion of BMW 109-558 Injector Giving Dimensions.
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34
Schematic Arrangement of Winkler Experimental Injector (APJ Drawing
35
No. 051 -920-04-00)
Head of Wasserfall Combustion Chamber Showing Three Injector Heads . .
36
Injector Spray Head for the Wasserfall Chamber
37
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* LIST OF ILLUSTRATIONS (Cont'd)

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Figure No.

76
38 Experimental Spray Plate Injector I for Wasserfall (Sheet 1 of 2' Sheets) .
?7
38 Experimental Spray Plate Injector I for Wasserfall (Sheet 2 of 2 Sheets) .
79
> 39 Experimental Spray Plate Injector II lor Wasserfall . . .
81
40 Experimental Spray Plate Injector D3 for'Wasserfall
S3
41 Experimental Spray Plate Injector IV for Wasserfall .....
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42 Experimental Spray Plate Injector V for Wasserfall ......
*-. 87
43 Early Production Version of Wasserfall Spray Plate Injector
89
44 Final Production Version of Wasserfall Spray Plate Injector ....'....
81
45 Final Production Version of Wasserfall Spray Plate Injector After a Rim
82
46 Proposed Wasserfall Cascade Injector t ... .^. ..,>...... . w y^T.
83
47 Proposed Wasserfall Deflector Plate Injector. .
94
48 Proposed Wasserfall Spray Plate Injector With an Impact Plate . . . A .
85
49 Detail, of HWK 109-507 Combustion Chamber With Injector
0 A-2 Section Showing Motor and Injection System ....
99
.-....
51 Oxygen Injector Detail .'
108
52 Couhterflow Injector ^-T
101
53 Counterflow Concentric Alcohol Twist Injector Detail
,
^
.>....,
102
54 Counterflow Copfcmar Alcohol Twist Injector
103
55 Counterflow 2200-Lb Self-Capping Injector .
104
56 Counterflow Self-Capping Injector for 660-Lb Thrust
^
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57 Schematic Arrangement - Injector for 44 -Lb Experimental Unit (APJ
Drawing No. 051-920-05-00)
105
.106
58 Section of A-3 Engine Showing Injector Detail
59 Asembly Drawing of B-Series Chamber Showing Injector
107
60 B -Series Injector Head on Test
.. , ,
108
A .
.,
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116
61" CentrifugaLSpray Nozzle Detail . . .'
62 Orifice Nozzle Detail
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"I
y%3 B -4/7 Oxygen Injector Assembly
112
64 B-4/7 Oxygen Atomizing Cup Detail . .".

113
114
. . . .
65 Assembly Drawing of a B-8 Chamber Showing Injector Head
66 B-8 Orifice Nozzle
115
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67 B-8 Spiral Insert I . . . . ^
*. .
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68 B-8 Spiral Insert H
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69 B-8 Oxygen Injector With a Ball Valve ....'.
117
70 B-8a Chamber Assembly Showing Injector Head . .
'..,..
118.
121
71 B-fla Chamber With Spray Plate Injector
72 RI 101B Final Version With Orifice Injector
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73 Hole Arrangement A-4 Oxygen Injector (APJ Drawing No. 051-200-02-90)
124
74 Assembly of 3080-Lb A-4 Prototype Chamber With Injector Head .'..'.;. .
125
127
75 Assembly of 9240-Lb A-4 Prototype Chamber With Three Injector Heads . .
76 Assembly of A-4 Chamber With 18 Injector Heads. ;
4. . . .
128
*
77 Assembly of A-4 Chamber With Injector Heads Spaced Around Periphery of
Chamber Head
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78 Alcohol Injection Cp of A-4 Showing Injection Nozzles
133
79 Inside of an A-4 Chamber Head Showing 18 Injector Heads and Effects of a
Burnout
. .'
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134
80 Alcohol Injection Nozzles
135
81 Ajssembly of A-4 Chamber Showing Detail of Injector Heads
137
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Figure No.
82
83
84
85
86
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LET OF ILLUSTRATIONS (Cont'd)

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A-4 Chamber Showing Details of IjectoV Heads

Assembly of A-4 Chamber With 18 Injector Heads (Final Development) .....
A-4 Head Section Snowing Injector Installation
Cutaway of A-4 Combustion,Chamber Showing Structure
-.
Hole Arrangement A-4 Alcohol Injector (APJ Drawing No. 05f-200-01 -00) .. .
Assembly of A-4 Chamber Showing Spray Plate Injector
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141
143
144 ;
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LIST OF SYMBOLS
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Q = Volume rate of flow (cu In./sec)

C = Coefficient of discharge
A = Total discharge area (sq in.)
4P* Pressure drop across injector (psi)
. -

p
c
F
/0

= Density (Ib/cu in.)

= Jet velocity (ft/sec)
= Rated thrust (lb)
= Density of oxidizer (lb/gu in.)

Pf
Pc
r
Pg
Pc

=
=
=
=
=

Density of fuel (Ib/cu in.)

Chamber pressure (psi)
Mixture ratio (oxidizer/fuel)-
Pressure at nozzle exit (psi)
Nozzle expansion ratio

C./
l

Ws = Specific propellant consumption (lb/1000 lb sec)

w = Weight flow of propellants (lb/sec)
Subscripts
f = fuel
o = oxidizer

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VOLUME IV

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PROPELLANT INJECTORS

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'RODUCTION

Function

The function of the propellant injector is to introduce the propellants in the combustion i
ber so as to obtain a safe, high-efficiency combustion. Although causing the efficient reaction of
"two highly concentrated energy sources would appear to be a simple matter, the injector design, in
fact, presents one of the most complicated and difficult problems in the development of the rockst
engine. This problem is increased by the complexity of'the mechanical design frequently required
to secure fhe desired propellant distribution in the limited space available.
General Considerations
/

Analysis of foreign rocket-injector design experience discloses that the development of propellant injection must take into account not only quantitative but also qualitative factors. These re-r_
late to the kinetics of propellant injection as well as to the interaction of the propellant injector
with other system components. It is desirable that these be briefly-noted before proceeding to the
discussion of their effects in specific cases.
The relationship of the propellant injector to other parts of the rocket engine is less marked
than that of other system components. The pressure drop through the injector affects the selection
of the propellant supply system;,for example, high injector drops are.rarely compatible with
sure feed systems but are frequently permissible with pumps.
*
The design of the propellant injector must, however, be closely correlated with combustion
chamber and ignition characteristics. Thus, American research discloses a relationship betwi
injector design and heat transfer to the walls. A poor choice of injection angle may locate the
flame front and maximum temperature directly on the wall. These factors make the ywflfaw problem more critical and may result in motor failure. The use of spark-plug tgnftton frequently carries with it a need for the accurate location of the propellant intersection at a given point;
nie igniters are less, critical in this regard.
It is rather surprising to note that injectors of all basic types were successfully ^developed for
both self-reacting and non-self-reacting propellants. However, it is evident that adjustments for
the self-reacting, or hypergole type, were less critical than for the non- self -reacting type. 1^^The design of injectors for anergole propellants is complicated by the fact that the
it ion of gases at the point of combustion tends to throw the remainder of the propellants
each other. Accordingly, extremely accurate and thorough initial distribution appears
This was confirmed by Pqenemunde experience.

If. The Germans designated self-reacting propellant combinations (such as .

"hypergoles." Non-self-reacting propellants (such as liquid oxygen-alcohol)
gofes." These definitions will be adhered to in the body of this report.

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Injector design is also influencedby heat-transfer considerations. Thus, partial va]
of liquid oxygen invalidates calculations based on flow in the liquid state and causes the
ratio to shift, with probable detriment to performance. Also, account must be taken of the
sive characteristics of nitric acid, and injectors intended for repeat use must be capable of
sembly and servicing.
/
All propellant injectors, regardless of the propellant combination or detail design, must
certain requirements with respect to safety, reprodudbility, ease of fabrication, and service.
The importance of'designing for safety is self-evident. The reaction zone must be confined to
the combustion chamber and the possibility of "flashbacks" either during operation or between runs
must be eliminated. Accordingly, reliable seals -must be provided in the injector head to prevent ^-j
the propellants from premixing before, injection. Furthermore, refinements are necessary in the
detail design to prevent one of the propellants from dribbling upstream to the injector and reacting there when the motor is restarted. The latter point was a source of considerable difficulty in combustion chambers designed for intermittent use in a horizontal position.
Reproducibility is an extremely important, practical consideration in multiorifice type injec; tors, since they require an accurate determination of the intersection point for the reacting sprays. J
; Designs intended for mass production must be selected so as to permit the maintenance of practical
tolerances. This factor is directly related to ease of fabrication in designs such as the Wasserfall,
which require the drilling of many closely spaced holes. A single setup for the boring operation is
rarely possible, since the holes are generally directed at various angles. The time-consuming nature of this kind of operation is augmented by the need for absolutely smooth, clean holes. Such
requirements frequently result in excessive rejection rates during1 manufacture and are, consequently, impractical for mass production.
INJECTOR TYPES
U-rx
Injectors may, in general, be divided into two major groups: the spray type, where the proH pellants are injected in conical or cylindrical sprays; and the orifice type, where the propellants
are injected in solid streams. Each of these groups may be further differentiated.
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L.v-^ Spray Injectors
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The four main types in the spray group are:

1.
2.
3.
4.
'

Individual intersecting sprays

Concentric intersecting sprays
Ring injectors
Centrifugal types
^

Description

In the operation of the individual intersecting spray type, separate injectors are used for each
propellant. The propellants emerge from the injectors through an annular slot in a hollow conical
spray and are directed so that they impinge against each other. Injectors of this type were found in
the P 3373, P 3374, and P 3390A.

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In the concentric type of injector the individual proptOlants are injected through concentric
annular slots and emerge in hollow concentric sprays. The spray angles are so arranged that the
impinge against each other. The Walter 109-509 is an example of this type.
'

':

.,

"'

'.

'".

The ring injector is a variation of the concentric spray type. In most

inject the different propellants, the respective sprays intersecting with each otter. "This injector
was developed by Dr. Beck (deceased). It was proposed for various Peenemunde applications sad
was applied in the Rheintochter HL
,
'

i
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s = ' -s

,(.

p
The operation of the centrifugal type of injector varies from the otters la
spray shape is attained by the centrifugal action of the propellants as they leave the
motion is usually imparted to the propellants by tangential entry into the injector
which they spread out into a conical spray as they leave through the orifices. Aa
- \
of attaining the centrifugal motion te by means of spiral inserts. These received their
N
f plication in Peenemunde designs.
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Centrifugal injectors we^e rarely used alone, except with a monopropellant. In bipropellant
systems they were usually used for the inner spray in conjunction with a concentric spray type. It
is also possible to use centrifugal injectors to achieve individual intersecting>sprys.
0

Characteristics

The individual intersecting spray injector has the least favorable characteristics because of
the difficulty of getting* all of the oxidizer to intersect with all of the fuel,so that no unburned prollants leave the chamber. Another disadvantage is the fact that more than one injector ha's to be
used, which raises additional manufacturing and service problems. To offset its poor distribution
qualities, several such injectors were usually used together and the slots were made very thin as
an aid to thorough atomization of the propellants. An advantage of this design is that if something
goes wrong with one of the injectors the efficiency suffers but the system is likely to continue running. Moreover, there is no problem of sealing or leakage; hence^the design can be very simple and
the tolerances need not be exacting.
Concentric spray injectors achieve generally satisfactory distribution because mixture takes
place around the whole periphery of the concentric spray. In general, this type of injector was of
t
machined cobstruction and did not require very much servicing. It was very safe as long as tight
seals were maintained. On the other hand, concentric intersecting spray injectors appear to be less
efficient in large units. Extreme care must be exercised in the manufacture of this type of injector,
since the individual propellant passageways must be completely sealed from one another to avoid
premixing and-risk of explosion.

Propellant atomization is finer with ring injectors than with concentric spray injectors because
the propellants are led through a larger number of thinner annular slots. However, ring injectors
are extremely difficult to manufacture. The complexity of the design is aggravated by the requirement that the introduction of propellant should not be affected by conditions upstream from the injection point. Moreover, ring injectors must be built to very close tolerances.
One of the outstanding problems in the fabrication of the annular slots, wftich are characteristic of the spray-type injector, arises from the need for holding the annular slots absolutely uniform.
Any deviation in slot width upsets the balance among the sheets of propellant injected and results in
poor mixing, with consequent detriment to performance.
/

Orifice Type
Three varieties of*orifice injectors have been found. The most widely used had holes for both
propellants drilled to form a circular pattern around the face of the injector. The usual arrange. ment was two oxidizer orifices to one of fuel, set at angles which caused two oxidizer streams to
impinge on a single stream of fuel. The resultant mixture ratio closely approximated that required
for the most commonly used propellant combinations. It also provided a good balance for the* required injector pressure drops.

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This simple orifice injector was intended primarily for hypergole application, where the ignition lag period usually provided reasonably good mixing opportunity for the solid, high-density
streams. It was found in the BMW 109-558, 109-548, and HWK RI 210b.
'
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The second type is a version of the first, in which the whole face of the injector is covered
with a multitude of holes. This is known as the spray-plate type and is characteristic of many
Peenemunde injectors, including that of the Wasserfall.

Many different spray-plate arrangements were tested. Frequently, with hypergoles, a portion
of the holes was allocated to maintaining combustion by providing intersecting oxidizer and fuel.
Other groups of holes, intended to secure good atomization, Impinged fuel streams against each '
other and oxidizer streams against each other, thereby effectively breaking up the propellants. The
two zones were located close together so that the generated-propellant mists would react. Bach ar
rangements wer^-found in the Wasserfall and the RI-10lb.
The third type employed random injection of the propellants with no attempt to secure intersection. It was hoped that the number of holes would be large enough to insure that all of the fuel
and oxidizer would eventually react. This type was found in early Peenemunde designs, hot it'
gradually abandoned.

=.< 4
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The element of randomization la frequently present even in highly developed injectors. For
-, example, the A-4 injector apparently distributed a certain amount of its propellant unreacted W"
\Je combustion chamber proper.
'

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Depending upon their complexity, varying degrees of manufacturing difficulty were

with orifice-type injectors. Analysis of Peenemunde test results discloses many rejections of injectors on the test stand,v^hich had apparently passed inspection during manufacture.
) '
Composite Orifice-Spray Type - '

>...,./

In many cases the injector consists'of composites of orifice and sprays. The A-4 injector
-&
of this type. It represented the end point of a long and detailed series of experiments, ft is
that the Peenemunde organization began its development with a composite e
which was tried in the A-l and A-2. it was thought that the counterflpw features would lw|Siw> the
mixing, but these were found unnecessary, and the A-l, A-2 type gradually evolved into the "burner
head" arrangement used in the A-4. This design sequence is of A^ttm^r interest, and is discnssed h
below in the sections of this report that deal with the Peenemunde counterflow injector, B
and A-4.
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INJECTOR DESIGN PARAMETERS

While the design of a specific injector must rely heavily on the results of past experience, a
definite procedure may be set forth for determining fundamental dimensions. When the propellant
mixture ratio, thrust, chamber pressure, and operating altitude have been selected, it is possible to
solve the fundamental equation F = c (w/g) for the total weight rate flow of the propellants, since the
value c may be calculated for each pressure ratio and for'the mixture ratio for each propellant
combination.'
Theoretically calculated jet velocity values may then be corrected by various evaluation parameters, including X, (discussed in section 51fO-l2A (Vol. I) of this report). The corrected value
should be used in obtaining the required propellant flow. The total weight flow- may then be broken
down into its components according to the mixture ratio. The applicable formulas are as follows:
wf

_Lw

r+1

_JL w
r+1

The volume rates of flow may then be determined:

The required discharge areas as a function of the pressure drop selected may then be determined from the conventional equation:
Q =-C A

Theory alone is inadequate to determine the value of the discharge coefficient. C; hence, preliminary design assigns values based on past experience. Injectors employing a well-rounded orifice may assume a value of 0.9 - 0.95, and when slots are used, a value of 0.85 - 0.9 may be selected. As in other nozzle and orifice applications, it has been found that the specific conditions of
manufacture and finish definitely affect the exact value of the injector-nozzle coefficient. Similarly,
the all-impo#ant questions of distribution and "quality" ot dispersion are not theoretically predictable, especially in the case of liquid oxygen. This factor may be illustrated'by Peenemunde tests
showing the importance of almost microscopic-scratches and burrs in the orifice exit on the injector pattern.

K>
<

The selection of the pressure drop is usually based on experience with the propellant combination and injector design. The chamber pressure drops for various foreign injectors are summarized
in Table I. "Summary of Foreign Injectors." Peene munde .usually preferred relatively low injector
pressure drops, while other organizations tended to work at higher values. Two extreme cases
were located. The first is the initial pressure drop of approximately 1200 psi in the 109^648. This
system, however, is of the unregulated, "run down" type and the initial pressure drop is a type of
transient that is speedily reduced. The second case is the radical proposal of Saenger. in which the
710 psi pressure drop is partly a consequence of the other design characteristics of the system.
Inasmuch as it was not confirmed by experimental testing, this value should be regarded with caution.

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The only limiting factor in assigning the pressure drop is to set it high enough to assure hydraulic stability. That is, to make certain that any small increase in chamber pressure will not
,
cause pulsations to be set up. The mechanism of pulsing arises when a local increase in chamber
pressure overcomes the injection pressure, so that the propellant supply temporarily ceases. When?
this occurs, the exhaustion of propellants continues until the chamberjpressure drops enough to permit the, flow to be resumed* In this way a series of oscillations may be set up, sometimes with disastrous results.
DETAILS OF LEADING FOREIGN INJECTORS

. br-

Individual Intersecting forays - P 3390A

JET

The design of the injectors for the BMW P 3390A represented a logical and orderly development
program based on previous experience with the P 3373 and P 3374. In the P 3390A design eight singlespray injectors were spaced in the chamber head. (See Figs. 1 and 2.) Four were for nitric acid
injection and four for methyl alcohol. Figure 1 is a cutaway section showing the injectors in place,
and Fig. 2 is a photograph showing a breakdown of the injector parts. The acid and alcohol injectors
are identical except for the size of the slot width, which is determined by the dimensions of the outer
housing.
."''"'.'.
*
- . %
At the start of this development program a number of points, regarded as fundamental to a good
injection system, were enumerated as follows:
%
1.
2.
3.
4.

Low specific propellant consumption

Clear and even exhaust jet
Steady combustion

Good mixing of the propellants during the cruising thrust period, at low injectionpressure drops
y .
5. Even temperature distribution on the inner jacket.
\

In order to attain these requirements the following points were measured:

'

'

1. Specific propellant consumption and efficiency of combustion as a function of injectionpressure drop

2. Influence of arrangement of the injectors in the head dn the specific propellant consumption

.
<
3*. Influence of the injector design on the specific propellant consumption.
In order to investigate the effect of injector distribution on specific propellant consumption,
five series of tests were carried out with three different injector arrangements. Figures 3, 4, and
5 show the arrangements of the injectors and their characteristics. The tests are tabulated and discussed below and plotted in Figs. 6 to 9.
Series 1

'

InjectoLwith twist insert (Dwg. No. T-255-01.017/018)2./

Distribution'No. 2 (Fig. 4)
Dural inner jacket with 2.24-in. diameter exhaust nozzle (Dwg. No. T-255-02.100)/

2/ Drawing numbers given refer to presently unavailable German drawings. It is known, however,
that these closely resemble the injectors shown in Fig. 1.

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990
199-

Thrust (lb)
1 Chamber Pressure
(psi)
1 Specific Propellant
1
Consumption
(lb/1000 lb sec)
Mixture Ratio
(lb acid/lb ale)

- .

t" .

/'

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Series 1 Test Results

1100
213

1320
256

2240
405 *

3080
540

5.8

5.25

2.1

7-14

7.0

2.36

6.4

-r

Attempts were made to hold the mixture ratio constant, but it was found that injectors having*
twist inserts did not have the same mixture ratio at all injection pressures. The injector distribution used in this test series produced an exhaust that was very streaky and definitely divided into
zones. The nonuniform propellant distribution caused various degrees of corrosion in the inner walls
of the tost motor, which became very rough at the throat and burned through in a short time.
Combustion at all thrusts was very unsteady and noisy, and at low thrusts strong surges with
flashes of light were noted in the exhaust. The light flashes, due to the sudden addition of large
amounts of nitric acid, gave the impression of afterburning outside the combustion chamber.
Series 2

Injector T-255-01.017/018 with twist insert

Injectqr Distribution No. 2 (Fig. 4)
Steel Inner Jacket T-2S5 Sk 357 2.36-in. diameter throat
Series 2 Test Results

I,
Thrust (lb)
Chamber Pressure

rv

880
171

1320
227

1980
327

2200
355

-3150
497

192
7.6

256
6.6

374
6.4

398
5.75

569
5.3

604
5.3

2.2

3300
525

tpsi)

Injection Pressure (psi)

Specific Propellant
Consumption
(lb/1000 lb sec)
Mixture Ratio
(lb acid/lb ale)
1

_^
x

>

These tests were very similar Jo those of Series 1 except that the inner jacket was made of
steel. Again, the poor distribution caused high temperatures in the chamber and left black markings
On the inner jacket, plainly showing that the combustion gases are divided into four zones. (Note
discolored areas in Fig. 10.) The injector head also shows the effects of nonuniform combustion.
(See Fig. 11J) The oscillations in injection pressure and the unsteady combustion were exactly the
same as in the previous series of tests.

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Series 3
Injector R HI 12-1017a without insert
Injector Distribution No. 1 (Fig. 3)
Steel Inner Jacket T-265 Sk 357 2.36-in. diameter throat
\

Thrust (lb)
Chamber Pressure
(psi)
Injection Pressure
(psi)
Specific Propellant
Consumption
(lb/1000 lb sec)
Mixture Ratio
(lb acid/lb ale)

'

Series 3 Test Resets

-r

792'
149

2640
1100
184.5
426
y
490
191.7
199

925
177.5

826
156

163.5

170.5

10

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%
20
0

.3300
525

2860
455

511

* 625

532.5

10.2

8.8

5.43

5.4

5.37

5.3

1.8

1.8

'

"

1.8

1.5

2.07

2.08

2.08

2.08
s

Several changes were introduced for the Series 3 tests. Thrust was regulated by throttling
valves in the propellant line. The twist inserts were eliminated from ,the injectors in the hope of
preventing vibrations and oscillations. In addition, 'the injector distribution was altered. Because
several conditions were changed in the same series of tests, it was difficult to ascribe the results
to a particular change. Nevertheless,'the following conclusions were arrived at after many tests:
1. The use of Injector Distribution No. 1 largely eliminated the streaky exhaust pattern,
which became uniform and much clearer. Stress on the inner jacket was more even, but it still
showed the formation of dark areas caused by high temperatures, and the throat was stiU rough and
had a tendency to distort and dent.
2. It was found that specific propellant consumption is affected by Injection pressure
drop. Removal of the twist sprays, Which would take some pressure drop, caused poorer atomization of the droplets and, consequently, higher specific propellant consumptions. (See Figs. 7 and
d.) / Indeed, atomization was so bad in the lower thrust regions that there was danger of explosion,
combustion being characterized by violent oscillations and flashes of flame.
Series 4
.'

Injector R III 12-1017b without insert

Injector Distribution No. } (Fig. 3)
Steel Inner Jacket T-255 Sk 357 2.36-in. diameter throat

fc

3/ It is interesting to note that the figure of merit of Fig. 8 reduces to the parameter X, discussed
in the combustion chamber section (51-0-12A, Vol. I) of this report.

Wp (theoretical) . Igp (act.) = c (act.) =x

\Vgp (actual)
IspUheo.f c (theo.)
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1385
241.5

2750
440

3190
511

3300
525

277

567

675

696

Series 4 Test Results "

X "'..

'

'3
705
134.9

Thrust (lb)
Chamber Pressure
(pel)
Injection Pressure

>

142

(pep

Specific Propellant
Consumption
' (lb/1000 lb sec)
Mixture Ratio
(lb acid/Ob ale)

1065
213

946
177.5
191.5

241.5

7.9

6.9

6.5

6.2

5.18"

_
.

**

.. 2

496

4.'!

^*

Since it was necessary to eliminate the twist inserts while yet improving the atomization over
that in Series 3, the injector cross sections.were made smaller and the sealing cones were given a
double angle for better distribution of the propellants. The double angle caused the resulting spray
to come out in a thick-walled, rather than a very thin-walled cone. With these changes, the quality
of combustion improved, the combustion chamber temperature increased, and the specific propellant consumption went down.
However, dark spots and stripes continued to form along the entire length of the Jacket (Fig.
12), following the course of the cooling spiral. These showed that the mixing of the propellants
still'had not attained the desired value. In this series the temperature was found to be so high that
if the coolant flow were reduced by even a small amount the throat would burn through. (See Fig.
13.)
The exhaust in this series was clear and uniform, and on a clear day it was completely invisible at full thrust. This combustion system and chamber were.accepted, but another test was run to
see if any further improvements could be made.
' Series 5
Injector R HI 12-1017b without insert
Injector Distribution No. 3 (Fig. 5)
.
Steel Inner Jacket T-255 Sk 353 2.36-iff. diameter throat

Series 5 Test Results

Thrust (lb)
Chamber Pressure
(psi)
Injection Pressure
(psi)

Specific Propellant
Consumption
(lb/1000 lb sec)
Mixture Ratio
(lb acid/lb ale)

<

1100
1320
198.6 234.1
220
6

-5

265.8
6.15

1760
298

1 2200
362

. 355

447

5.651

5.45

2750 | 3235
440
518
561

;7

5.3

3300
525
696
)
4.88

681

5.1

4.9
V

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2

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The difference between this and the preceding series of tests was in the Injector distr
clearly demonstrating the cause of the improved results. In this case the exhaust was clear
clean, and free from propellant zones. The Mach nodes were very distinct and the combustion
the lower thrust regions was better than in Series 4. Also, the chamber and injector head wert
found to have a more even temperature distribution, as can be seen by the uniform blackening
Figs. 14 and 15. Further improvements in this system were deemed impossible without a w
change in the bead or injectors.
Conclusions

<

The following conclusions may be drawn:

1. The efficiency of combustion depends in the region of lower pressures on. such
to atomization as the twist inserts and the double-angle poppets.
2. The injector distribution showed only a slight influence on the specific propellant
consumption. However, it is necefisary that the best possible distribution be used for uniformity of
the exhaust and for good temperature distribution in the combustion chamber. These tests showed
that Injector Distribution No. 1 was acceptable, but that No. 3 had the best distribution and very uni
form exhaust, as well as a somewhat better specific propellant consumption.
3. The quality of combustion and the steadiness of the exhaust are mainly dependent on
injector design. It was determined that the injectors with twist inserts showed strong oscillations
in injection pressure, while injectors without twist gave quiet combustion and uniform combustion
pressures.
4. Combustion with clean exhaust appears to depend upon two major factors: \
Mixture ratio The combustions were calibrated for a 2:1 mixture ratio, which was
theoretically optimum. Hydraulic regulation maintained the .ratio and kept the methyl-alcohol and
nitric-acid pressures constant.
Injector Distribution The best distribution was obtained when there was a 1:1 opposition of an acid and alcohol spray assembly. Furthermore, the distribution study showed that injectors of the same propellant should not be adjacent to each other, nor should they inject in the
same direction. 1 is rather surprising that experimentation was required to reach this apparently
obvious conclusion. These tests also confirm the general experience that it is possible for
zones of each of the propellants to be exhausted if the distribution is poor.
5. Best results were obtained with injector R IH 12- 1017b. having the following
teristics:

Diameter of nitric acid annulus

- 0.292 in.
Diameter of methyl alcohol annulus - 0.252 in.
Poppet angle
70"

The design sequence described above casts light on the injector design
dures used by BMW. An interesting note is that, although the same injector was used in both the
P 3373 and P 3374. these basic tests were act carried out until the dnelgpnaent of the P
fact that this was BMW's first attempt to buhl a prime mover for a piloted aircraft
lated the more extended effort. This work represents a leading reference for the design of
injectors (specifically nitric acid-alcohol), and presents many points fit interest for

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Concentric Intersecting Spray (Self-Capping) - HWK 109-509

The 109-509 injection system was developed by Walter as the result of a long testing program^
beginning with the RI-203b. The individual injection units were of the concentric-slot type, with
hydrogen peroxide on the inside and C-stoff on the outside. The over-all injection system (Figs.
17 and 18) was designed to permit groups of injectors to be shut off during th throttling process.
Three stages were used: the first two.consisted of three injector units each, and the third
stage consisted of six. Their somewhat asymmetric distribution is clearly shown in Fig. 18a. The
,T-stoff connections run directly into the injector, while for any given stage a single C-stoff inlet
supplies the entire group of injectors through a plenum chamber. Accordingly, care should be taken
in analyzing this figure to avoid the impression that the unit marked "c" is anything else but a fill
connection.
The operation of the 109-509 injector is similar in principle to that of the P 3390A. Its major
interest lies in its mechanical design. (See Fig. 16.) A spring-loaded, self-capping poppet was
used to prevent any C-stoff leakage from working its way up into the T-stoff injector and causing s
explosions. Spiral guides, equivalent-in action to the "twist inserts" of the P 3390A, were satisfactorily used in the 109-509.
A final point of detail^design interest is the use of an insert piece to form the C-stoff injection
annulus. This simplified the tolerance problem and made possible an individual matching of the injector dimensions with the desired slit widths. Although such an arrangement made interchangeability difficult, it GertainTy acted to reduce the manufacturing rejection rate.
n important advantage of the use of stages was the reasonably high degree of throttling that'
could be achieved without detriment to performance. The analysis of the throttling characteristics
of the 109-509 is covered in detail, in section 51-0- 12D (Vol. VII) of this report.
A further benefit arose from the simplification of the starting problem. Walter apparently
found that smooth starts were ditficult if large quantities of hydrogen peroxide (T-stotf) were suddenly introduced into the chamber. On the other hand, optimum ignition requires the injectors to be
operating at full flow at design pressure. These conflicting requirements were reconciled by recourse to staging, which permitted the gradual introduction of T-stoff.
Concentric Intersecting Sprays (Non-Self-Capping) - Peenemunde Ring Injector
Attempts to apply the principle of concentric rings to units of large thrust resulted in the ring
injector developed by Professor Beck 1/at Peenemunde. The large flow of propellants dictated an
arrangement of more than one set of concentric rings, and much of the work on this injector was
directed toward finding a mechanically acceptable design.
The rings were arranged so that the respective fuel and oxidizer spray cones-intersected.
Although the direction of the slots was always parallel to the axis of the motor, surface tension
forces acting on the curved surface of the rings were expected to produce a bending of the sheets of
liquid into a cone. This is schematically illustrated in Fig. 19. No direct experimental evidence of
the operation of these surface tension forces was obtained. While it is probable that they were observed at a given pressure drop in "cold" testing with water or unreacted propellants. heat-transfer
considerations and the location of the flame front would all play a part in the final result during actual runs. The operation of the ring injector, therefore, may be expected to be different for anergoles and hypergoles.

4/ Professor Beck was killed in the Allied air raid on Peenemunde in 1943.
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Various methods of'construction were proposfl P*he design shown in Fig. 20 is the original
Beck injector. A casting (1) forms the basic piece for the injector. A series of grooves (2) are
machined into it. The individual insert rings (3) are machined and assembled-by a shrink fit whicl
produced a tight and reliable construction. The differential temperature for shrinking was apprc
mately 320 F. However, warpage may be expected to cause difficulties with concentricity.

The second design, Fig. 21, differs from the original by the use of insert rings with orifices.
The rings are held in place not only by a shrink fit but by a sawing and spinning operation perfori
on the rings to hold the inserts in place. This construction supplies the propellants by holes drilled
from the-top of the injector down into the individual grooves. It then passes through orifices in the
ring inserts ancLthrough the metering annulus formed between the ring and the walls. On the whole,
the proposed construction appears less desirable than in Fig: 20, since the additional machining produces rto compensating advantage. Furthermore, Jhe characteristics of the annulus depend in large
measure on the accuracy and precision of the spinning process.

The arrangement proposed in Fig. 22 eliminates the use of [a built-up construction and may be
fabricated from a die casting according to the process shown in Fig.^9. The die casting is machined
and sawed, the long rings are spun into place, and the ring slots are finish machined. "This construction appears to be a considerable improvement over its predecessors.
.-.
. - /.
The ring construction was suggested on a number of occasions as a substitute for the A-4 injector, not on performance grounds but, rather, because of the comparative ease of fabrication. It
will be recalled that the A-4 required the assembly of 18 individual burner heads, each consisting of
a number of individual parts. The possibility of substituting a single unit construction for this arrangement was attractive even if performance was somewhat diminished. In point of fact, however,
Peeneinunde never succeeded in developing a ring injector of performance equal to that of the A-4
I burner head.
*.
Tests with the ring injector in both large and small chambers disclose a pronounced tendency
toward vibration and noisiness, so that oscillations .appear to be a result of the basic kinetics of the
spray intersection. Oscillations are not only a symptom of inefficient performance but also repre- .
sent a safety hazard.
The ring injector construction appears best suited to applications of one -time operation JJI a
vertical attitude, because the close proximity of the unsealed concentric rings renders probable a
cross leakage of the propellant during the period of shutoff. This would almost certainly result in
explosion on restart. At horizontal operation there is the possibility not only of cross leakage but
also of asymmetric distribution if a low-pressure start should be undertaken. Depending on the propellant selection, this may offer an additional source of difficulty.
\
Orifice-Deflector Plate Injector - HWK Rl-2l0b
i
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The Walter injector for the RI-2l0b was intended for use in the Enzian power plant and was to ,
operate with hypergole propellants. The injector assembly, shown in Fig. 23, is of welded mild-steel
construction and is bolted to the combustion chamber by means of a flange. In contradistinction to
the types previously discussed, the injector also formed the head of the combustion chamber.
Its operation was as follows: The oxidizer enters through a fitting at the head of the injector
and fills the plenum chamber. A portion of the oxidizer then enters the combustion c
20 orifices arranged around its circumference and inclined outward at'an angle of 45
der of the oxidizer is led into an outer chamber where another series of 20 orifices, inclined toward . the center of the combustion chamber at an angle of 40 , provides a further injection of the
oxidizer into the chamber- The fuel enters through a fitting at the top of a circular
to the top of the injector. From there it passes through 20 orifices and is injected parallel to toe
combustion chamber axis. The streams emerging from toe inner
fuel orifices are designed to strike a target plate' at their point of
combustion chamber proper.
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The deflector plate serves the purpose of further atomizing the propellant streams. It also
compensates for any small misalignment of holes that may have occurred during manufacture. The
propellant ignition lag as apparently sufficient to prevent combustion from taking place on the surface of the plate; hence, the plate was kept relatively cool. In order to reduce the heat transfer, the
downstream section of the plate was coated with the same ceramic used to line the combustion chamber.
'
Figure 23 shows that the chamber pressure tap protrudes well down into the chamber. While no
fest data are available on this point, the flame front appears to be beyond the pipe entrance, since it
would otherwise burn out. This injector is extremely simple and appears, in general, to be well designed. Its method of arrangement and mounting differs from BMW's, who used, built-up, bolted injector assemblies, while Walter, as usual, tended to prefer welding.
,
Simple Orifice Type - BMW 109-548
The BMW 109-548 rocket engine was intended to be an expendable missile, and used nitric acid
and Tonka as propellants. Its mission dictated the use of the simplest and cheapest, construction
possible; this was reflected in the injector design.
\

The 109-548 injector (Figs. 26-29) was to consist of three groups of orifices, each consisting
of two oxidizer and one fuel orifice.
The development of this injector was begun with several simplified designs. In one of these the
orifices were drilled parallel to the axis of the motor. This arrangement was unsatisfactory (Figs.
24 and 25), because the propellants did not impinge against one another except as mixed by turbulence in the chamber. At least part of the reason for the failure of this 'injector was that only six
nitric acid and three Tonka orifices were used, and these were spaced too far apart.
\ Figure 24 presents a plot of injector pressure drop vs. efficiency factor (equivalent to the parameter X) for the P 3378, which was the prototype designation of the 109-948. Although the efficiency appears to increase with the pressure drop, this may well be accidental since the motor does
not remain at any given chamber pressure but continually runs down. Test results are, therefore,
rather unreliable.
Another experimental injector proceeding the final design provided parallel injection in conjunction with swirl inserts, designed to produce a spray effect. This was an improvement over pureparallel injection, but oof as 'efficient as the final design, in which the swirlers were eliminated in
favor of direct impingement. The angles of impingement apparently influenced the combustion efficiency. Orifice angles just less than 45' seem to have been most effective.
-

The construction of the injector was simplified to the maximum degree. The base piece was
cast and machined, the orifices drilled by multiple drill presses, the entrance fittings'were welded
on. and the entire assembly was welded to the combustion chamber. -Since this power plant was for
one-time use only, disassembly and inspection were unnecessary, and the all-welded construction
satisfactory. The use of hypergole propellants made accurate drilling of the orifices desirable,
though not absolutely necessary, since the hypergoles reacted even when small misalignments were
present.

Leakage and corrosion were prevented by covering the holes with a special grease that was
blown off when operation started. This precaution was taken to avoid explosion; the Tonka was injected approximately half a second before the nitric acid and there was the peesfruity that M could
get into the nitric acid orifices.
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The perf cffsance of this injector was not outstanding, but its extreme simplicity and ease e
construction appear to hare been well chosen. From the standpoint of future development, experiences with the alternate orifice arrangements tend to demonstrate the superiority of impinging over
parallel injection.
(

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Regulable Orifice Injector - BMW 109-558

The BMW 109-558 injector was of the typical hypergole type, using nitric acid and
propellants. Its unusual feature was the arrangement for throttling Dy shutting on groups of Inject!
holes.
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The design detaUs of the 109-558 may be seen in Figs. 30-34. Figure 30 shows the injector
assembly. Injection of the propellants was achieved through a circular arrangement of 12 groups of
orifices, each containing one Tonka and two acid orifices. The upper end of the orifice holes could '
be successfully stoppered by the rotation of a spring-loaded shoe actuated by the Mach number regulator. In this.way the unit could be throttled by varying the propellant supply.
Although most of the thrust was provided by the ring of orifices, a single, nonthrottlable stage
consisting of two acid sprays intersecting with one fuel spray was located in the center. This was
apparently intended to maintain the combustion by providing a constant thrust of 132 lb.
The regulable stage could be varied from 132 to 835 lb thrust. Regulation took place as follows.
(See Fig. 30.) Through a series of gears from the Mach number regulator, part No. 12 activated
gears Nos. 10 and 15. Gear No. 15 rotated the nitric acid control piece (18), and gear No. 10, acting
through part No. 7. turned the Tonka regulating piece (21). Both throttling shoes were held flash to
the surface by springs (19)and (20). They were arranged so that, as they revolved, they continually \
varied the number of orifices opened to the flow of propellants, thereby producing a corresponding
variation in thrust.

The total number of orifices was 39. Twenty-sm were for nitric acid and had a diameter of
0.0748 in.; the remaining 13 were Tonka orifices with a diameter of 0.0354 in. All were drilled so
that the streams intersected at a common point. This arrangement had the usual two oxidizer
streams intersecting with one fuel stream, but, contrary to the usual design practice, each group of
two oxidizer streams and one fuel stream intersected with each of the other groups. Tins seems
relatively inefficient since the combustion takes place at a single point rather than at a ""frei of
points around the chamber. However, the common intersection of all of the streams was |S oiialllj
desirable because of the regulator characteristics, which would otherwise make it possible for a
fuel stream to intersect with only one or even no oxidizer stream, instead of the usual two,
on the position of the throttle. The possibility of improper mixing and inefficient combustion
deduced by the method of intersection selected.
The mechanical construction of this injector was fairly difficult. The throttling piece must fit
closely to prevent leakage, and all the propellant streams must intersect at a c<
degree of accuracy was. therefore, required.
The upper part of the injector was made of a casting and bolted to the lower section. The
dizer and fuel spaces thereby created were sealed off from each other by seal (16). Seals (14)
(33 prevented the fuel and oxidizer from leaking around the throttle drive shafts.
A major disadvantage of this design is in the lack of cooling provisions for the orifices
\ because of throttling. The .orifice head was too thick far successful heat transfer from the pr
last flowing behind it: hence: the orifice exits were not very well cooled. The importance of
factor was diminished by the fact that the unit was inUndtd for single use only. the orifices remained intact for the approximately 60-sec life of the missile, they were good

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Early versions of this injector were made entirely of cast iron, but the orifices became so
corroded that the mixture ratio was completely altered- To remedy this condition while still using
a cast-iron, head, it would have been necessary to insert steel bushings into which the orifices would
be drilled. Rather than go to all this trouble, a high-quality steel injector was used in the final version. Moreover, the deformation of the control parts and the largcfrictional forces between the control slide and the cast-iron head caused excessive torques and made regulation impossible.
The 109-558 represents an interesting experiment in throttlable injectors. It would appear to
be satisfactory if the manufacturing difficulties could be overcome.
Tripropellant Injector - Winkler

"

The rocket experiments of Johannes Winklef were carried'on during the years 1933 - 1939.
While few details of his tripropellant injector are available, they are of interest in a general analysis of foreign liquid rocket research because this was the Only example encountered of a tripropellantgprstem using water as a coolant in the main chamber.

The Winkler injector was used.on a test unit developing a thrust of 220 lb and an exhaust velocity of 6370 ft/sec. The schematic drawing (F*ig. 35) shows the arrangement of three concentric
rings of holes stepped downstream from each other. Each ring had 24 holes drilled parallel to the
axis of the chamber. 5/ The inner ring1 supplied gasoline; the middle ring, liquid oxygen; and the
outer ring, water. Provision was made for an igniter in the center of the injector.
The relatively high performance reported for this unit does not seem to be sustained by the
injector details. Truly parallel injection downstream was demonstrated to have very poor mixture
and combustion properties. Furthermore, the distribution of the water in 24 holes around the periphery of the chamber must be rather inefficient and requires a relatively large percentage of
water.
v

This injector is of interest as analogous to the rocket work of the American, Dr. Robert H.
Goddard. who also used a tripropellant combination. In Goddard's engine, however, the water was
injected tangentially on the walls, thereby achieving a better distribution; and the alcohol and oxygen
were injected in the form of concentric impinging sprays. Since the exhaust velocities reported by
Winkler were of the order of magnitude of those reported by Goddard for a much superior injector,
the.conclusion is inevitable that Winkler's results were either exaggerated or obtained with another
system.
/

Spray Plate - Peenemunde C-2 (Wasserfall)

The Wasserfall injector was begun in 1942. while the A-4 was reaching its final stage of development. The design of the Wasserfall injector began with A-4 type burner heads and gradually
evolved into the spray plate, ft. therefore, forms an interesting study of the practical changes that
take place in the coarse of a design sequence and. because of the intensive effort expended by
Peenemunde on this type of injector, offers considerable insight into spray-plate design.

Figure 36 shows one of the earliest C-2 designs using three injection heads of the A-4 type,
ft is not known whether such a unit was actually built and tested with visol and nitric acid, bat the
next design (Fig. 37) represented a departure in the direction of the spray plate. The three injector
were combined into a single large unit that contained both oxidizr and fuel-spray nozzles, r
5 APJ reference. No. F 13-47 states that these boles were all approximately 0.04 in. in diameter.
with the mixture ratio requirements.
hot this docs not seem to conf t
if

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Although the nozftes were retained, they were all in one bead and spaced alternately as in the 8f
plate types. The premising zones of the injector heads were gone, and the flame front occurred
immediately adjacent to the sprays. The welded construction of its predecessor was, however, rm-'i
tained.

. ,

'.

In the nekt version (Fig. 38) the injector reached the first stage of its final form. Eight different hole izes and arrangements were proposed with the intention of testing for the optimum mixture
ratio and pressure drop. Eight circular rows of holes for oxidizer and fuel were drilled In a plate
that comprised the head of the combustion chamber. The rows were spaced in four groups of two
each. In the first, third, and fourth groups (counting from the inside), oxidizer streams from adjacent holes impinged against each other, as did,the fuel from adjacent holes-. In the second group the
holes were arranged so that two oxidizer streams impinged against one of fuel. This group was to
maintain ignition, whereas the other three were intended for atomization. This arrangement of ignition holes was maintained throughout the design sequence.
The reason for atomizing the propellants by spraying them against their own kind rather than
against the opposite component was to avoid ignition at the point of impact, because the resulting
gases could drive the remaining propellants apart before they were thoroughly atomized. The motion
of the combustion gases from the ignition group caused a swirling of the atomized propellants from
the other three groups so that they eventually contacted each other in a mist.
,
A
. . '..'"-
,
,
Experience witjrthis version led to an attempt in the next (Fig. 39) to improve the ignition.
Twenty-four centrifugal spray nozzles were inserted for ignition purposes, 12 for oxidizer, and 12
for fuel. The other propellants were injected as before.
*
'
The succeeding version reverted back to an injector similar to that in the first version. (See
Fig. 40.). The number of holes was increased to 324 for fuel and 432 for oxidizer. The holes
around the combustion head in 12 circular rows, grouped by twos as in the first version. Four of
groups impinged against each other and two were used for ignition. These groups were arranged
follows:
Group No.

Purpose

1
2
3
4
5
6

Atomization
Ignition
Atomization
Ignition
Atomization
Atomization

The following version (Fig. 41) attempted to determine whether the

any effect on the injection qualities. Therefore, the number, diameter, and
this injector were identical with the preceding one except that the size was c
three-quarters of the original.
J
In the next injector (Fig. 42) the number of double rows was again six but
for ignition purposes. Also, improved material was used and the thickness of I
creased. This change proved to be advantageous since it saved not only m
manufacturing time. 1 was also the first completely solid-plate injector,
out of Us center. All the feed holes drilled in through the side

of
essed to

talso

The first production injector in the series (Fig. 43)

holes were concentrated more in the Center than m the
used for ignition. This version was assigned a

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The final production of the Wasserfall Injector sequence (Fig. 44) represented radical innovations from the standpoint of both design and manufacture. Ignition was nb longer accomplished by
impinging the propellants but, rather, by intersecting flat sprays of the fuel with streams of the oxidizer. Furthermore, while the use of holes was retained for the injection of oxidizer and some of
the fuel, most of the'fuel was injected in flat sprays. Flat sprays represented an innovation requiring extreme accuracy of manufacture, since the hydraulic characteristics of the spray slot vary with
the dimensions. The extremely small sizes (0.031 in. by 0.0197 in. and 0.0354 in.) required highly
accurate machining operations.
/
In the simplified manufacture of this injector the body was cast and grooved. The next step was
to machine the openings lor the fuel sprays and to drill the necessary fuel holes. The opening in the
center was then threaded and the piece again finish-machined to fit the motor. The center plug was
inserted into the body and the holed oxidizer insert pieces were fitted into the milled slots in the
grooves.
Attention should be called to an ingenious method of reducing the rejection rate and simplifying
manufacture. Figure 44 shows that the oxidizer holes were drilled separately on insert plates and
slipped into place. This made it possible to obtain well-machined sets of inserts and, hence, a good
hole arrangement . Although no manufacturing details are available, it appears probable that leakage
around the Slots was prevented by the use of a shrink or press fit.
*
This injector is pictured in Fig. 45. after a run. The face is seen to be scored, but the various
fuel and oxidizer openings appear to be intact. Since this injector was intended for one-time use. the
scoring should not appreciably affect its performance.
'
Although the injector described above was satisfactory, other proposals were advanced to improve the design. One of these (Fig. 46) was a cascade type, where the oxidizer was injected through
orifices in a series of steps and impinged against the fuel coming in at right angles to it. The mixture then impinged against deflector plates so as to improve the atomization and mixing. This design
offers an interesting arrangement, but the cooling problem would probably have been very serious.
Another proposal (Fig. 47) represents a simplification and development of the idea proposed
above. Fuel and oxidizer were impinged against themselves for atomization. Ignition was initiated
by spraying a small amount of oxidizer and fuel against a deflector plate in the center of the injector.
The major part of the propellants was atomized by their being impinged against' themselves and the
resulting streams were directed against a deflector plate for further atomization and mixing. This
proposal was never constructed because of the conclusion of the war.
The last proposal located for the development of the Wasserfall injector (Fig. 48) was made in
January 1945. The novelty of this arrangement consisted in the use of an impact plate against which'
the ignition group was to impinge.
Although the drawing number indicates that this design represented the early stages of a proposal, it is of interest since it shows that the Peenemunde designers felt it possible to place a deflector plate and its supports some distance downstream from the injector. Two possibilities may
be conjectured: first, the deflector plate would survive long enough to establish a smooth ignition
and then burn away, or, second the flame front would be beyond the deflector plate surface and,
hence, would not be exposed to destructive temperatures.
Certain details of this arrangement from the drawing are worth detailed comment4. The ignition
deflector jnate is a ring held by a number of sheet-metal supports and is located 0.6 in. downstream
/ from the injector fare. A second deflector plate consists of a tapered ring arranged along the outside of the injector periphery and inclined Ward at a 30 angle. Is outer edge is approximately
1.1 in. from the face plate. While it would appear that the ignition deflector is in danger of burnout/
the outer one appears to have a better chance of enduring throughout the run. Unfortunately, this
r built and. hence, no test data are available.
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_.

The above design sequence permits the examination of a series of changes In foreign itfjector
development. In this case it would appear that two leading factors were involved: the improvemei
of ignition and the improvement of atomization. Since no test data^have been located, definite con*
elusions cannot be drawn, but the continuing modifications make it appear that the plate injector
hot offer a satisfactory design.
In addition to manufacturing difficulties requiring accurate finish of a multiplicity of small
orifices and passages, the spray plate also required extremely good distribution. It may well be
that the arrangement in which approximately three-quarters of the propellant Impinges on itself for
atomization, while only approximately one-quarter of the propellant ignites directly on issuing from
the spray plate, may be at fault. It will be noted that successful BMW injectors impinged all of the
fuel on all of the oxidizer,, thereby reporting a better velocity. This conclusion most, however, be
confirmed by test results before being regarded as conclusive.
"*,
Cup Injector for "Cold" Reaction - HWK 109-507
The HWK 109-507 injector-was intended for application in a "caU" motor. Inasmuch as hydro*1
gen peroxide and liquid catalyst react quite completely if given time for thorough mixing, injector
design may be considerably simplified.
s
The operation of the cup type injector for the 109-507 may be followed from Fig. 49. Catalyst
was injected through line (B) and impinged upon impact plate (C), which atomized the catalyst to
some extent. The hydrogen peroxide was. injected through a serins of hides in an atomizing cup (D).
Both propellants then mixed in the mixing cup (E).
The method by which the catalyst was injected caused it to tend toward one side of the cup after
bouncing back from the impact plate. Moreover, since the catalyst came through a relatively large
opening and was dependent for "atomization upon the force with which it hit the impact plate, atomization was usually far from complete. This was, therefore, not very satisfactory.
Consequently, swirl vanes had to be provided in the chamber as an additional aid to mixing and
atomization. The presence of these vanes tended to keep the propellants in the chamber for a longer
period, thereby allowing more time for mixing to take place, ft will be noted that the use of swirl
vanes was possible only because of the low chamber temperature produced by the hydrogen peroxide
reaction. Other propellant combinations would have caused the vanes to burn out before the end of
the run.
;->
v
j

Despite the crude arrangement, the velocity efficiency factor X calculates to 0.825 (theoretical
value: 3780 ft sec; test value: 3175 ft/sec), confirming the impression that simple injectors are
satisfactory fpr use in a cold reaction if the turbulence and stay time are adequate. Furthermore,
the relatively low temperature of the reaction makes it possible to take liberties in design which
are not permissible with other propellants.
The HWK 109-507 injector was the standard type developed by Walter for the hydrogen- per aside . liquid-catalyst combination, and as also used on the HWK 109-500, 109-501, 109-502 as weU
as in steam generator applications such as the A-4. ft appears to be quite satisfactory for this parpose,
w .t
t
'*
S
Counterflow Injector - Peenemunde A Series
The counterflow injector represented an initial stage of the TVenrmande dtirlopnMnt, and
variations of its' basic.form were used in all of the early A series as well as in the early B
JATO. Specifically designed for alcohol and liquid oxygen, it embodied a number of
had been developed in prototype research carried out by various private contractors and
participating in the Peenemunde program.
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'

The counterflow injectors were specialized cases of the individual intersecting orifice type
combined with the orifice-spray type. They are in a category by themselves because either one or
both of the propellants are injected in a direction that is opposed to the flow of the combustion gase
This was done in order to preheat the propellants and ensure efficient atomization.
In the first versions of the counterflow injector/used in the A-l and A-2'(Fig. 5 Q), the resultant
direction of both propellants was toward the head of the chamber, with the fuel on the outside and th*^
oxidizer on the inside. The fuel was injected at three points around the center of the chamber,
through an orifice injector that consisted of a flat piece with straight holes drilled in it. The fuel
flow was toward the center of the chamber in the direction of the head. The oxidizer, injected
through a number of holes, impinged against a holed deflector that allowed part of it to pas through^
while the remainder was deflected toward the head of the chamber.
The ineffective atomization of the oxidizer, coupled with the location -of the fuel injectors mid- ,
way in the chamber, was probably responsible for the poor results of this method. As soon as combustion started, a large proportion of the fuel could be blasted out of the chamber before coming into
contact with the oxidizer. In addition, the position of the fuel injectors made the combustion very
? susceptible to zoning, so that large amounts of oxygen could also remain unburned.
In later designs the oxygen was injected through orifice cups similar to those in Fig. 51. The
cups were spaced around the head of the chamber and injected the Oxygen in the direction qf the
nozzle. An attempt was also made to improve the atpmization of the alcohol (Fig. 52) by injecting
it through an inner and an outer tube, thus producing aimuIaFsprays. The two resulting sprays
impinged against each other before coming into contact with the oxygen.
It is to be noted that in this new design the position of the fuel and oxidizer was reversed. The
alcohol is now in the center and the liquid oxygen on the outside. This was done because the combustion heated the entire center pylon, so that if liquid oxygen were injected through it, the oxygen
would become partly vaporized before being injected, and result in a varying mixture ratio. A disadvantage of putting the liquid oxygen on the outside was that it impinged against the heated walls of
the chamber and could easily cause them to burn out if they were inadequately cooled.
This method of injection was retained in succeeding designs, but the following modifications
were tried. The alcohol passed through number of spirals and emerged in foiir spray cones. (See
Fig. 53.) This improved the atomization but did not solve the distribution and mixing problems. As
shown in Fig. 54. therefore, four conical sprays WerV arranged in the same plane, instead of in concentric circles as in the previous design. In this case there was one fuel spray for every oxidizer
spray, but the mixing and distribution, although improved, was still poor.
In the next two designs (Figs. 55 and56) self-capping injectors were attempted. In Fig. 55 th>
injector was so designed that parts (1) and (3) were fixed members and parts (2) (4). and (5) were
movable. The injector is shown in a closed position. At the start of ooeration. parts (2) and (5) are
moved down, thereby opening slot (A). Slot (B) remains closed by the action of spring (6)'. holding
piece (4) flush with pietre (3). It is believed that slot (B) opens by the force of the propellant when
flow starts; and acts^as a means of regulation.
In Fig. 56 parts (1) and (3) are the moving parts and part (?) is fixed, ^hen parts (1) and (3)
are moved in the direction of the nozzle, a slot'is formed between parts (2) and (3). allowing a conical fuel spray to emerge and be injected toward the head. The slot is shut when cutoff if desired.
Neither of the above designs offered any improvement over their predecessors.
One of the next designs tested was for a 44-Ib thrust prototype (Fig. 57) of the A-3 injector.
This arrangement brought the alcohol down the Central pylon and injected it upstream against a
deflector plate. The oxygen entered through a series of parallel holes drilled in the head plate. A
portion of the oxygen struck the deflector plate and was intended to c*ool it. while the remainder
l

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passed directly downstream. The fuel holes were held small to insure high injection velocity,.
permitting the alcohol to move against the stream of combustioogases and strike the impact pi

This design had very poor mixing qualities and, consequently, poor performance. Further- J
more, since unburned oxygen was constantly directed against the hot impact plate, the danger of
burnout was always present.
N
The final design used in the A-3, A-5, and early B uni^ was an improvement of the earlier
counterflow injectors. The alcohol-injection pylon was retained, but the dflector plate was omit
Atomization of the oxygen Was improved by arranging six individually .supplied oxygen sprays art
y
the head of the chamber.
'
. . j
While the same mechanical design was retained in the A-5 as had been used in the A-3, the
radical change was made of injecting the liquid oxygen through the pylon and entering the alcohol
through the head sprays. This was probably done because it was easier to keep the pylon cool than
the walls of the chamber. Hence, the danger of burnouts was somewhat reduced. Nevertheless, the
problems of atomization and pylon cooling were not satisfactorily solved. The A-5 performance
was somewhat better than that of the A-3 and the factor X was improved from 0.60 to 0.72.
Exhaustive tests disclosed thai the counterflow* injector did not improve performance and the
pylon became progressively shorter in further test versions. The counterflow principle was completely abandoned with the later B series. However, the general arrangement of orifice sprays may
be recognized in the burner head used in the A-4.
The use of counterflow injectors does not appear to be fruitful as a means of improving performance, since the predicted flow conditions in the chamber are rarely realized because of turbulence. heat transfer, and local gas velocity. Accordingly, it does not appear worthy of further development.
Burner Head Development - Peenemunde B Series
This series of injector design is of great interest as the forerunner of the A-4. Through
design changes that were based on experiments rather than theory, the exhaust velocity increased
from 5250 ft/ see in the B-7. to 5850 ft/sec in the B-ti, and up to 6000 ft/sec in the B-8a. The propellants used with these injectors were liquid oxygen and alcohol, and the thrust of the units was '
2200 pounds.
Figures 59and60. respectively, show one of the first designs of this injector head and a photograph of a typical example of this sequence. The injector consisted of a holed cup that sprayed the
liquid oxygen into the chamber, and four rows of fuel nozzles screwed into the walls of the chamber
head, that sprayed alcohol. These fuel nozzles were* of two varieties. One type (Fig. 61) was used
for cooling and had tangential entries that imparted a centrifugal motion to the fuel, causing it to be
injected in a hollow conical spray. This type was in the row nearest the oxygen cup in order to keep
the cup and head cool, and in the row at the exit of the injector head in order to keep the chamber
cool. The other type of fuel nozzle (Fig. 62) had three radial entrances and one vertical that caused
the fuel to be injected in solid streams intended for combustion with the liquid oxygen. This type
was in the two center rows of nozzles.
\
The liqid-oxygen injector cup contained a built-in cutoff valve as a safety feature. The valve
was in the form of a poppet that was spring-loaded shut in order to prevent liquid oxygen from
dribbling into the chamber after cutoff. The most important feature of this valve was not in its eatoff prooerties but in its regulating action. It was so designed that, when the propellaut flow liitad> '\
the pressure of the propeUant would overcome the Spring force and pusn the poppet open. This allowed the propeUant to enter the chamber, where combustion took place and pressure built up.

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pressure could enter a part in the bottom of the liquid-oxygen injector cup and act on the underside
of the poppet so that it was held open by a force equal to that exerted by the liquid-oxygen pressure,
minus the spring force minus the force exerted by the chamber pressure. For this unit, this equaled
a pressure difference of approximately 14-25 psi.
\
Therefore, if the chamber pressure increased 14-25 psi above its normal value, the force on
the chamber side of the poppet would overbalance the force on the injector side and the poppet would
close. This would cut the liquid-oxygen flow and the chamber pressure would drop, thereby allowing the poppet toVreopen. It is entirely probable that this arrangement would produce poor combustion, since, it could set up pulsations of supply which might build up. In addition, the poopet wasv
guided only at the chamber end; therefore, it had an undesirable tendency to stick.
In the n^xt design (Fig. 63) the valve construction was improved so that the poppet was guided
at two points. The arrangement of the liquid-oxygen holes was also changed (Fig. 64) so tha4.aH the
liquid oxygen was sprayed horizontally against the walls of the injector head. The theory was that
the streams would hit the walls, further atomize, and then be deflected in the region of the alcohol
streams. The alcohol nozzles remained the same except for slight changes in size. The arrange!
ment of the rows was changed to provide additional cooling at the injector-head exit, accomplished
; by changing one of the. rows of orifice nozzles to a row of spray nozzles.
The rest of the B-T designs all remained basically the same as the previous one, except for
slight modifications in the size and design of the fuel nozzles. During this period, work started on
the B-8 model. The injector for this unit was almost identical to the B-7 versions, except that the
fuel entrance was also provided with a cutoff valve. (Sefc Fig. 65.) This valve consisted of a rubber diaphragm that was fitted all around the injector and covered the entries to the fuel nozzles.
During normal flow the diaphragm was forced open by propellant pressure. When cutoff was desired
a pressure greater than the fuel pressure' was applied on the opposite side of the diaphragm, so that *
it was forced down on the fuel nozzles and cut off the fuel flow.
To use this valve', a new fuel nozzle had to be designed that would have its entrance flush or
v
below the seating surface of the diaphragm. This was accomplished by using spiral inserts to rotate
the flow and plain orifice nozzles for straight injection. (See Figs. 66, 67, and 68.)
The liquid oxygen valve was the subject of the next major design change. (See Fig. 69.) The
poppet was replaced by a .spring-loaded ball. However, it is open to the same fundamental objections
as its predecessor. The general arrangement of spray holes, which is also characteristic of the
A-4 burner head, is retained.
4
The design of the B-8a {Fig. 70) brought about further changes in the fuel nozzles and in the
liquid-oxygen injector and valve, resulting in improved operation of the valve and of fuel injection.
The unsatisfactory spiral inserts of the B-8 were replaced by going back to tangential entry (or the
cooling nozzles and radial entry for the other nozzles.
The next B-8a design (Fig. 71) was carried through to the final production version. Rl-lOlb.
(See Fig. 72.) It represents an almost complete shift in design philosophy. The entire arrangement
of injector control, an arrangement so laboriously worked out in the earlier version, was abandoned.
The new design is of the spray-plate type, analogous in principle to those discussed for the Wasserfall. 11 is worth noting that Peenemunde actually contemplated using the same type of injectors for
both anergole and hypergole combinations. In view of the considerable success of this design, some
doubt is cast on the validity of theories which hold that there is a fundamental difference in requirements for anergole and hypergole injection systems. This conclusion is. however, qualified by the
absence of exact details regarding the arrangement of the holes in the spray plate. The preceding
discussion on the Wasserfall displays the importance of even small changes in orientation alignment, and patterning in determining performance. Accordingly, the foregoing deduction must be
subject to review in the light of further testing.

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The fuel Injection system of this B-8a design provides several points of interest. Figure
shows that the fuel is not permitted to enter directly into the chamber from the Jacket, but first
passes through a push-pull valve, which can be set up to either open or close the system. Th
treme r.uggedness of the seals is noteworthy, as well as the simple arrangement used to align the
tolerances in the poppet-piston connection. An additional feature of this fuel injection system is
the location-of a ring of holes set around the periphery of the injector head to provide cooling,
oxygen injection is conventional for the Peenemunde spray plate.
The constructional details of this injector, with its complicated configuration of the mala body fi
and the complexity of machining and welding, ^should be noted. Apparently, the oxygen injector chamber (L) was turned on a lathe and then the lip (M) was spun over. An extensive degree of milling was
required to form the receivers for the oxygen inlets, pressure tap, and fuel valve.
In summary, the B-series displays the genesis of two leading tendencies in Peenemunde injector design: the highly efficient burner head used in the A-4, and spray plate which was attempted
in the Wasserfall.
'
Composite Orifice-Spray Injector - A-4
'.

'

The A-4 injector was the end product of an extensive and lengthy development program. ft
.
evolved from research begun as early as 1936 and was carried out not only at Peenemunde but at
various universities and research institutes. Although it was not entirely satisfactory from the viewpoint of fabrication, its performance was extremely good. Exhaust velocities were variously reported from 6320 ft/sec to 7120 ft/sec.

"''- consisting, in effect, of an E

The A-4 injector assembly was composed of 18 burner heads, each
individual injector. In part, this was the result of A-4 prototype development, which proceeded on
a 3080-lb thrust unit. When the required thrust for the A-4 was set, it was a relatively simple matter to combine the requisite number of these 3080-lb thrust injector units.
The operation of the burner head was based on the principle that the various streams of propellant need not intersect with one another; rather, they were injected into the burner head area in
quantities sufficient to permit thorough mixing to take place before entering the flame front. It was
stated, without experimental proof, that the flame front lay within the combustion chamber, at the
mouth of the burner heacU| Combinations of simple and centrifugal orifices were used to secure
maximum mixing and atemization of the alcohol. The oxygen was, in all cases, injected into a manyholed atomizer cup, very much as in a shower head. (See Fig. 73.)

The experimental development described above, beginning with the counterflow injectors of the
early A series and proceeding through the Peenemunde JATO development, was continued ona 3080lb thrust prototype. (See Fig. 74.) To simplify experimentation, the injector head of this prototype
was bolted to the rest of the chamber and provisions were made for a replaceable oxJdizer cup and
for individual alcohol orifices and spray nozzles.
V ith the successful completion of tests on the prototype unit, the feasibility of using a multi- .
plicity of such heads for any desired thrust was tested on an experimental motor using three equally
spaced burner heads. (See Fig. 75 J This proved successful, and so the third stage was to build a
complete A-4 motor using 18 heads. (See Fig. 75.) In this series the Germans went successively
from 3080-lb thrust to 13.240-lb and then to 55.000-lb thrust.
In the final design (Fig. 82) the burner heads were arranged in two concentric
ring containing 12. and the inner ring 6 injector assemblies. A variety of other
tried. Figure 77 displays a case in which the injector heads were
the combustion chamber with their inner surfaces merged. The fuel nozzles are to be
out the whole chamber head, and were apparently intended for both cooling and
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Although no test results are available, it does not appear to have been too happy a choice. Much of.
the fuel injected from the center of the head would probably have remained unburned on leaving the
chamber. Furthermore, the location of the flame fronts would have been somewhat unsatisfactory
from the standpoint of cooling.
t,
a
In all early units the injection cups consisted of five rows of screwed-in nozzles {an arrangement very much like that shown in Fig. 86). The highest row was designed as a spray for cooling
purposes and was of the type shown in Fig. 80a. It had two tangential entry points that caused the
alcohol to emerge as a highly atomized spray. The next two rows of alcohol injection nozzles were
intended solely for combustion and consisted of simple,drilled orifices, so that the fuel entered in
solid streams. The fourth and fifth rows, of the type shown in Figs. 80b and 80c, wire designed for
both cooling and combustion. These differed from the upstream spray orifice in the use of a large
exit opening, which caused the resultant spray to have a wide angle. Auxiliary holes were also
drilled in rows 4 and 5 to inject fuel in solid streams. Furthermore, the tangential fuel entry into
the spray insert was supplemented by a hole drilled coaxially with its exit. (See Figs. 86d and 86e-ij-
This would tend to make the fuel spray more "solid."

The entire arrangement was determined"by trial and error. Various positions and designs were
tested before the final design was settled. A basic rule of thumb used was "Wherever the injector
wall burns out, insert additional cooling nozzles."

/*

The foregoing description is fundamental for the A-4 burner head. However, several details
were changed during the development process. For example, it was realized that economies could
be achieved if the simple orifices were drilled directly through the walls instead of being first placed
in inserts which were then threaded in place. In another design (Fig. 81. area M) the number o*
alcohol rows was cut down to three by combining rows (B) and (C) of Fig. 86 into one. This changed
jhe injector characteristics unfavorably and in the next version (Fig. 82. area N) the old arrangement of five alcohol injection rows was used. Since orifice nozzle inserts were not required for
rows (B) and (C). it was possible toreduce the wall thickness, as shown in area (O) of Fig. 83.
The brass oxygen atomizer cups were screwed into the top of the burner head and fed by individual supply lines fastened to external nipples. Figure 73 presents the detail arrangement and
dimensions of the holes. A series of flat faces was machined on the oxygen spray so that the injection holes could be drilled perpendicular to the face, thus maintaining a true circular exit cross
section for the orifices and. hence, reliable flow coefficients. Manufacturing considerations also
played a part in this, dec is ion. since it would be extremely difficult to locate holes accurately on the
curved surface. The general arrangement of the oxygen head and its orientation to the alcohol may
be seen in Fig. 84 with special reference to points (4), (5). (6). and (7).
The details of the final assembly may also be noted from Figs. 84 and 85. Structurally, the
head consisted of a series of three successive welded shells which, respectively, formed the inner
wall of the combustion chamber. 4he jacket for regenerative cowling, and the plenum chamber for
the alcohol. The excellent performance of the A-4 injector assembly was partly due to the fact that
unburned particles passing-downstream from the flame fiyant of an individual burner head had a high
probability of reacting with other unburned particles from the other heads, thereby obtaining a more
complete combustion. This accounts for the superior performance of the A-4 injector as compared
with the B series, which used only a single-burner head.
Variations due to manufacture were frequently considerable, and each A-4 combustion chamber was proof-tested before shipment, although the sheet metal structures were susceptible to subsequent corrosion. The manufacturing difficulties encountered with the large amount of welding led
rtrnrmundr to search for improved arrangements. Suggestions were made to use spray plates
Slittilar to those in the Wasserfall, and one (^ these ts shown* Fig. 87. However, nothing came of
them.

ATI-521f

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,

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*
Milifary application was influenced by the susceptibility of the injector to clogging when particles of rust would break off from the welds on the sheet metal walls. This resulted in a requirement that the A-4 be fired, if possible, within two weeks of manufacture. Interrogation of German
personnel regarding the most probable cause of A-4 failures elicited the opinion that the rust hazard
was predominant.
'
The A-4 injector is not readily susceptible to disassembly. However, this requirement is not
important in the case of a missile, if adequate preflight test procedures are carried out. In part,
this was achieved by providing for field testing of the injectors with special equipment, and by providing a shut off control during the launching period in case of unsatisfactory combustion (Vorstufe).
\

'*'

\
injector

In summary, the A-4

may be regarded as an outstanding example of a high-performance
injection system. Much was learned in its development that would appear capable of further application.
,
\

-%

SUMMARY AND CONCLUSIONS

The foregoing analysis of foreign injector development confirms the importance of step-by"step development as the outstanding practical means of improving injector performance. It also
discloses the considerable problems which must be overcome in the practical fabrication of injectors. The over-all importance of high combustion efficiencies and low specific propellant consumption has long been recognized. Actually, the importance varies with the impulse of the system,
systems of low impulse resulting in a lower penalty from inefficient combustion than those of high
impulses
'
*/
Table I presents a summary of foreign liquid-rocket injectors. The exhaust velocity values
quoted as "actual" are the maximum reported^ Accordingly, a degree of exaggeration is possible
depending on the instrumentation and optimism [of the test engineer. The values for Peenemunde,
3MV., and Walter may be expected to be fairly reliable while those for experimental injectors
should be regarded with greater caution. /
Th* relative success of the different injectors with reference to performance may be judged ,
by the use of the parameter X (covered in detail in APJ Report No. 51-0-12A, Vol. I), corresponding to the ratio of the actual to the theoretical exhaust velocity. The range of X runs from a low of
0.555 for the RII-203b to 0.95 for the A-4. These values must be considered in the light of evidence
that widely varying exhaust velocities were reported for the same engine, depending on the chamber
pressure, mixture ratio, accuracy of instrumentation, and accidental factors.
\
An interesting feature of this table is the disclosure of the progressive improvement which
may be achieved with the same basic type of injector. For example, BMW improved the efficiency
of their hypergole, orif ice.rtype injectors from X * 0.782 in the 109-548 to X - 0.85 in the 109-958.
Similarly. Peenemunde was able to improve their anergole burner head systems from relatively
poor beginnings to X - 0.95.
~^
Unit

B-7
B-8 ,
B-8a \
A-4
\

0.75
0.835
0.855
0.95

For example, the high exhaust-velocity values quoted by Saenger

rnun
engineers who claimed that they had been exaggerated.
%

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*
.

*
-

'

SECURITY INFORMATION

RESTRiaED

-'';.

i-

these Improvements may be taken as roughly Indicating the possibilities of intensive researcl
It will be seen that BMW improved their performance by approximately 10%, while the corresponding betterment for Peene munde was 25%,
I
1Q-~I
Of the 30 injectors covered by Table I, 20 were predominatly orifice and 10 were spray.
Neither type is associated with a single propellant combination or range of- thrusts. For example,
liquid oxygen-alcohol was successfully burned in both orifice plates and spray burner heads, although orifices appeared to be less efficient. On the other hand, hypergole injectors were develc
for both sprays and orifices. The alternative types are found through the entire range of thrusts,
with recourse being had to a multiplicity of either sprays or orifices as the thrust increases.
Table I also calls attention to an additional parameter of interest in injector design, i.e., the '
injector pressure drop. Peene munde worked with lower injector drops than either Walter or BMW.
Apparently, 20-50 psi was regarded as entirely reasonable by Peenemunde, while BMW and Walter
preferred drops up to 200 psi.
Several unusual values were located. The Saenger injector represents an extreme case with a
drop of 710 psi. However, the entire Saenger system is atypical in its basic design parameters.
Similarly, the 1200-psi pressure drop reported for the 109-548 is merely the initial pressure drop
and arises from the thrust/time program of the system rather thanfromany considerations,of efficiency.
\
Manufacturing considerations played a considerable part in determining injector selection and
design. Inasmuch as most of the designs were ultimately planned for mass production, the factors
of reproducfbility and relative cost naturally played an important role. All of the leading foreign
rocket organizations made efforts to simplify their.injector construction. TRe spray plate was advantageous in this regard since the production operations could be highly mechanized. On the other
hand, spray injectors usually required individual attention and finishing of subassemblies. This
accounts for the efforts made by Peenemunde to redesign the highly efficient A-4 burner head and
substitute, instead, rings and spray plates. In some cases even performance was sacrificed to
make^simplified fabrication possible!
The detail mechanical design of injectors was also influenced by manufacturing considerations.
The design histories of the 109-548 and the B series are cases in point. In the final analysis the
injector, in common with other parts of the rocket engine, must show the influence of mission as a
primary or a secondary factor in determining the design characteristics, although the injector is
subject to fewer compromises and, hence, is less influenced by this factor than are other engine
components.
.j,

The analysis discloses that it is relatively easy to achieve a moderate performance with almost
any type of injector, but efficiencies beyond 90% are obtained only through a close study of test results and a full utilization of all design possibilities.

kll-c^V

RESTRICTED

SECURITY INFORMATION

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y*v>

^
'

RESTRICTED

BIBLIOGRAPHICAL REFERENCES

INJECTORS
P 3390(
/

AUTHOR(S)
[lj

Gartmann

ORDER NO.
Erprobung der Brennkammer P 3390A
(Testing of the Combustion Chamber
P 3390A) Berlin Spandau 1943 APJ
No. F l(a)-17

;>

Available from CADO as original

language only

Gartmann

Triebstoffaufbreitung in der .Brennkammer P 3390A

(Reaction of Propellants With the Combustion Chamber P 3390A) BMW Entwicklungswerke Berlin 1943 APJ F 2-7
Available from CADO as original
language and translation

[3]

[43

Fuchs
*

Koeck

[5]

See Ref # 3

[6]

Koeck

'S

Dues enabs pr itzung

(Nozzle Function) ERF-Chemie
Kurzbericht Nr 33 1942 APJ No. F 2,-9

ATI-31 531

'

Available from CADO as original

language only

BMW/R/U 61
R 2211 F 1017

R-Regelung (Adjustment of Nozzles

on P 3390) BMW Flugmotorenbau
G.m.b.H. 1942 APJ No. F 2-32
\
Available from CADO as original *
language <\nly

BMW/R/U 127
R 2408 F 681

Projekt 3390A mit Regelbaren Brennkammern Hydraulische Einspritz und

Schubduesenverstellung (Hydraulic
Adjustment of Fuel Injection Nozzle
and Adjustable Thrust Bullet for P 3390A
Rocket Engine) Muenchen 1943 APJ No.
F 9-23
Available from CADO as original
language and translation

ATI-8521*

2ff

ATI-3101

RESTRICTED
,

ATI-18 606

'

'<

'

RESTRICTED

i|

BIBLIOGRAPHICAL REFERENCES (Cont'd)

f)

INJECTORS (Cont'd)
P 3390A (Cont'd)
-\
AUTHOR (S)

CO

ORDER NO.

r-

Entwicklungstand
mad
des Triebwerkes
R 11-303 BMW Bezeichnung P 3390A
(Development on R 11-303 BMW Designation P 3390A Rocket Unit for Me-163B
Airplane) Entwicklungswerke Spandau
1942 APJ No. F 9-41

R 4066 F 390-407

Available frqm CADO-ns original

language only ~
(
[_&2

Zborowski

Uebersicht ueber die R-Entwicklung bei

BMW (Summary of Rocket Development
by BMW) BMW Entwicklungsleitung R
Muenchen Allach L944 APJ No. F 13-29
ATI-23 232

Available from CADO as original

language and translation
Investigation on the Specific Fuel Consumption of the 109-718 BMW Rocket t
Using Various Combustion Chambers
Bayersiche Motoren Werke 1944
APJ No. F 13-79
/

[]

BMW/R/U 166
R 2413 F 336

Available from CADO as original

language only .
109-509
1
[l03

Guenzel

Triebwerk Handbuch 109-509A-1

(Manual for the Walther 109-509A-1
Rocket) Jan 1945 APJ No. F 9-103
WA/L/130/17
R 3423 F 16

Available from CADO as original

language only

0
[ll3

SeeRef # tf

12}

Cole, R. A.

German Rocket Aircraft and Their

Power Plants Wright Aeronautical
Corp. 1946 APJ No. -10
Not available from CADO

.VI-P^l*

29

RESTRICTED
ffcM Nf

*>

i.

. .
?

r.

~\

RESTRICTED

BIBLIOGRAPHICAL REFERENCES (Cont'd)

109-509 (Cont'd)
AUTH0R(8)

cw:

C14]

Dalton, T.

ORDER NO.
6000 Pound Thrust Jet Propulsion Unit
Analysis of Operation-German 109-509A-2
Rocket Motor M. W. Kellogg Co.J 1946)
APJ No. 9-31
I
Available from CADO

Kell
Sunley

ATI-6845

The Walter 109=509A-2 Bi-Fuel Aircraft

Rocket Motor Royal Aircraft Establishment Farnborough 1946 Report No. GAS 2
APJ No. 9-39

[15]

Available from CADO

fa
Rocket Power Plants Designed and Constructed by Walter Werke Kiel U.S. Naval
Technical-Mission in Europe 1945 Tech.
Rpt, No. 134-45 APJ No. 13-42

ATI-10 039

Available from CADO

ATI-8281
\

RING INJECTOR

[13

Bericht ueber 25 ton-Ringspaltmischdueses

(Ausfuehrung A) (Report on BMW the 25-Ton
Ring-Gas Mixing Nozzle (Design A)) April
1943 APJ No. A 2-44

Beck
Conrad

Available from CADO as original language

only
Ql7j

Thompson, R.

Arch 111/4
PGM Reel #35

Design, Development and Testing of Rocket

Propulsion Units, Particularly the A-4
North American Aviation, Inc. Report No.
AL 177 1947 APJ No. 13-56
ATI-9770

Available from CADO

ENZIAN
>

C18]

Greil

Das Raketen-Qifferenzkolbentriebwerk BMW

511 P 3374 (Report on BMW 511 P 3374 Rocket
Propulsion Unit With Differential Piston Fuel
Feed System for Glide Bomb) Dec 1943 APJ
/
No. 9-19
'.

Available from CADO as original language

only

ATI-P5218

30

'

RESTRICTED

BMW/ERF/165
R 2281 F 183

RESTRICTED

v-

,\

BIBLIOGRAPHICAL REFERENCES (Coutfd)

109-548

AUTHOR(S)
[19]

Gartmann

ORDER NO.
Das R-Pressgastriebwerk - 109-548
P 3378 Antrieb fuer X 4 Pruef und
Montageanweisung' (The Rocket - Compressed Gas Engine 109-548 P 3378 Power Plant for X 4 Bomb -.Test and
Assembly Instructions) BMW Flugmotorenbau G.m.b.H. 1944 APJ No.
F 1(a)-5

Available from CADO as original and

translation
[203

Schmutterer

ATI-44 408

Brennkammer Untersuchung P 3378

(Design of a Mixture Distributor Head
for Rocket Blast Chamber) BMW Flugmotorenbau G.m/b.H. 1944 APJ No.
F 2-16
\
%

-=

BMW/ERF/A/157
R 2394 F 65

Available from CADO as original

language only
/

[21]

Schaller

BMW/ERV/Re/5544z
R 2136 F 720

Available from CADO as original

language only
[22]

Fuchs

Ueberzug auf Verschliessen der Duesen

in der Brennkammer des Geraetes P 3378
(Coating or Method for Sealing Up the
Orifices of the Fuel Injection Nozzles in
the Combustion Chamber of the P 3378
Rocket Engine) BMW Flugmotorenbau
G.m.b.H. 1944 APJ No. F 2-21

Zuendeinsatzmessungen bei Tiefen

Temperaturen in vier verschiedenen
Duesenkoepfen mit den Stoffen Ergol
57h, Ergol 57g, Tonka 505c, Tonka 506b
und Stoff 841 von HAP (Ignition Properties of Fuels at Low Temperatures
in Four Different Nozzle Heads With the
Fuels Ergol 57h, 57g, Tonka 505c, 506b
and Fuel 841 From HAP) BMW Flugmotorenbau G.m.b.H. 1944 APJ No.
F 2-31
/

<
ATI-P52IR

ATI--8803

Available from CADO as original and

translation

*
31

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*
- s

RESTRICTED
BIBLIOGRAPHICAL REFERENCES (Cont'd)
109-548 (Cont'd)

AUTHOR(S)

Grupp

ORDER NO.
Vorlaeufige Beschreibung Einbauunterlage
und Betriebsanweisung fuer das Geraet 109548 A-0 (Installation Data and Operation
Instructions for the 109-548 A-O Engine)
Dec 1944 APJ No. F 9-80
Available from CADO as original language
only

[241

BMW/R/RE/U6
R 213J6 F 819

Pruefanweisung fuer das Geraet 109-548

(Testing Instructions for the 109-548 Engine)
Bayerische Motoren Werke 1945 APJ No.
F 9-81
Not available from CADO

[25]

Gartmann

Das R-Pressgastriebwerk 109-548 - P 3378

Antrieb fuer X 4 Entwicklung (Compressed
Gas Power Unit for Rocket X-4) BMW Flugmotorenbau G.m.b.H. 1944 APJ No. F 9-96
Available from' CADO as original language
only

[26]

Patton

The German Guided Missile X-4 AMC

Summary Report No. F-SU 3X 2131-ND
1947 APJ No. 9-22

BMW/ERV/5-44Z
R 2410 F 561

Available from CADO

[27]

Gartmann

ATI-5499

Das R-Pressgastriebwerk 109-548 - P 3378

Antrieb fuer X-4 (Rocket Engine 109-548
for X-4 Guided Missile) BMW Flugmotorenbau
G.m.b.H. 1944 Apj No. 9-32
ATI-18 583

Available from CADO as original and translation

.
[28]

Mueller

109-558

Baumuster-Akte BMW 109-558 Design Details of the BMW 109-558 Bayerische Motoren
Werke 1944 APJ No. F 9-46
Available from CADO as original and translation
>
/

. ATI-85218

32

V-.

RESTRICTED

ATI-18 925
'

RESTRICTED

i'

BIBLIOGRAPHICAL REFERENCES (Cont'd)

109-558 (Cont'd) , .

ORDER NO.

AUTHOR(S)

C291

Stand der Entwicklung 109-55^(Develop- s ,

ment Status of the 109-558 Rocket Project) \
Bayerische Motorenwerke 1945 APJ No.
F 9-77
^
BMW/R/RE/U 78
R 2136 F 442

Available from CADO as original language

only
<

[302

Vorlaeufige Baubeschreibung des Geraetes

P 3386 (Description of the Antiaircraft
Rocket Engine P 3386) BMW Flugmotorenbau
G.m.h.H. 1943 APJ No. F 9-100

BMW/R/U 121
R 2408 F 778

' Available from CADO as original language

only
o
J

[31]

Zborowski

See Ref # 8

[32]

Cole, R. A.

See Ref # 12

[33]

'

A Summary of German Rocket Power Plants

U.S. Naval Technical Mission in Europe
Tech. Rpt. Noi 194-45 1945 APJ No. 13-41
Available from CADO

x\

ATI-4005

WINKLER

[34]

Interview, of Johannes Winkler Regarding

Liquid Propellant Rocket Units Luftfahrtforschungsanstalt CIOfitTarget No. 4/167
1945
r
Available from CADO

ATI-531J81

WASSERFALL
[35]

Zwicky

Report on Certain Phases of War Research

in Germany AMC Summary Report No. F-SU3-RE 1947 APJ No. 12-6
ATI-9T09

Available from CADO

-\
ATI-ff;21R

33

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SECURITY INFORMATION

RESTRICTED
TT
BIBLIOGRAPHICAL REFERENCES (Cont'd)

f>io3
T1

WASSERFALL (Cont'd)
I

AUTHOR(S)

The Story of Peenemunde or What Might

Have Been

[363
i

ORDER NO.

'Available from CADO

/

[37] Wolf

ATI-352

109-507

The German Guided Missile Hs-293

AMC Summary Report No. F-SU-1129-ND
1947

Available from CADO

ATI-5980

Aj
\

C38]

Kindermann
Poewer

A-4 Geraetebeschreibung^Baureihe B)
(A-4 Manual (Model B)) Heeres Versuchsanstalt peenemunde 1945 FE 661 APJ No.
A-9-43
Not available from CADO

[39]

Report on Operation "Backfire" Volume

II 1946
Available from CADO

Afl-P521S

ATI-8Y

34

RESTR CTED

SECURITY INFORMATION

')

'

RESTRICTED

'''<

r I

<>

ATI-85218

35

RESTRiaED

st

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**

RESTRICTED

'O

U
u
o
a

t-,

c
C)
-, H

+<

c
0

"-;
.u

-I
PL,

<M

TI-2521?

RESTRICTEDV
'

RESTRICTED

Mell - Methyl Alcohol

Salbei - - Nitric Acid
'

>

Each injector in the outer row his en injector or the other

propellant component assigned to it in the inner row. The injection
head is designed so that when the inner injectors are rlaced in it
they face in a counterclockwise direction, whereas injectors in the
outer row are faced in a clockwise direction. This arrangement c.uses
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other.
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Fig. 3 - Injector Distribution No. 1 for P 33OA

37

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Fig. U - Injector Distribution No. 2 for P 33*>OA

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Fig.%5 - Injector Distribution No. 3 for P 33OA

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CLASSIFICATION CHANGED

FROM_RESTRICTED

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TO

Insert Class

ON

20

February 1956

Month

Day

Year

Insert Class

By authority of

Classification cancelled in accordance with

Executive Order 11)501 issued 5 November 1953
;

Document Service Center

Armed Services Tech. Info t\

This action was rendered by

Name in full

Document

Service

Center, A S T I A

Date

$co::

(CORRo COPY 1)

(COPiES OBTAINABLE FROM CAPO)

AT! 85 218

AMERICAN POWER JET COo, MONTCLAiR, NoJo

ANALVSOS AND EVALUATiON Of GERMAN ATTAINMENTS AND
RESEARCH iN THE LBQUID ROCKET ENGINE FiELD - VOloiV
PROPELLANT I N'.JECTORSrr' . .
C,," - - I
FEB951

136PP

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AMC8 WR8GHT-PATTRS0ro AIR FORCE BASE, DAYTON9 Ooo

USAF CONTRo NOo W33-038-AC-17485 _AND AF33.( 038)
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ORIGINATING AGENCY:

PUBLISHING AGENCY:

P.A. NO.:

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SUBJECT

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