hybrid rocket.pdf

®

Welcome to the future! Thank you for investing in AeroTech’s™Reloadable Motor System™ (RMS™) RMS/Hybrid™ rocket motor,the world’s first commercially-available reloadable hybrid propellantrocket motor. You have purchased a reliable, versatile and cost-effective means of powering your high-power rocket vehicles that willgrow with you as you expand your rocketry horizons. The RMS/Hybrid™ motor is capable of delivering a wide range of program-mable time-thrust profiles, and is easily converted to conventionalsolid propellant operation with AeroTech’s™ standard RMS™ HighPower™ reload kits!

A hybrid propellant rocket motor employs separated propellantingredients in two different physical states, in contrast to the hetero-geneous blend of fuel and oxidizer in a conventional solid propellantrocket motor. The most prevalent concept is the use of a solid fuelsuch as a polymer and a liquid or gaseous oxidizer such as oxygen(O2), air (a gaseous solution of nitrogen, oxygen and other minorconstituents), hydrogen peroxide (H2O2) or nitrous oxide (N2O).One can turn this system around and have a liquid fuel and solidoxidizer but in general this configuration has some significant disad-vantages.

A pressure or pump system typically feeds the liquid or gaseousoxidizer into the combustion chamber, which contains the fuel as asolid component. The solid fuel grain usually has a single hollowcircular cylinder as a flame channel called the grain port. Onceignition is accomplished, the combustion products accelerate towardthe nozzle throat where they attain the speed of sound and expandin the diverging section of the nozzle at supersonic speeds.

The combustion process in a hybrid rocket motor differs substantially

RMS/Hybrid™ 54/1280 Assembly and Operation Instruction Manual

from that in a solid or liquid fuel rocket motor. The oxidizer is turnedinto a mixture of droplets and gasified liquid by the injector and spraysthrough the combustion channel during motor operation. A boundarylayer is formed above the surface of the grain. This layer is fed by theoxidizer entering from the port side of the grain and by gasified fuelablating from the grain wall.

What makes hybrid rocket motors so attractive for use in high-powerrocketry and other applications is that they combine many of theadvantages of both solids and liquids. These include improved safetyin handling, since there is no intimate mixing of fuel and oxidizer aswith solids, and the separate components can in general be handledwith ease. Because thrust is proportional to oxidizer flow rate and (toa much lesser extent) internal fuel surface area this presents thepossibility of throttling. Add to this that the fuel grain can havesuperior mechanical properties over the same in a solid propellantrocket motor.

Some additional advantages of hybrid technology for the high-powerrocket enthusiast include markedly lower cost per flight than solidpropellants, less restrictive shipping regulations and elimination ofthe need to comply with various aspects of the federal explosive lawsthat currently plague the purchasing and storage of large solidpropellant rocket motors.

In AeroTech’s RMS/Hybrid™ motor design, liquefied nitrous oxide(N2O) is employed as the oxidizer while cellulose ((C6H10O5)n) inthe form of a pair of tightly-wound paper tubes is utilized as the solidfuel (patent pending).

Nitrous oxide is quite interesting as an oxidizer. It is in a liquid state

TM

RMS/HYBRIDVersion 2.0

Introduction & System Description

AeroTech, Inc. 1955 S. Palm St., Suite 15 Las Vegas, NV 89104 (702) 641-2301 (Ph) (702) 641-1883 (Fax) www.aerotech-rocket ry.com

combustible “Pyrovalve™” (patented) which restrains the flow of ni-trous oxide until the moment of ignition.

Any commonly used HPR ignition device, such as an electric match,can be used with the RMS/Hybrid™ motor. Upon ignition the Pyrovalve™opens in about 1/4 second and directs the liquid N2O through a smallsolid-propellant charge (the N2O preheater grain) that aids in thevaporization and decomposition of the nitrous oxide and also preheatsthe fuel grains. The heated and partially decomposed N2O sprays overthe surface of the fuel and combustion proceeds until the nitrous oxidesupply is exhausted. The excess amount of fuel remaining after motoroperation is left to function as combustion chamber insulation.

You will notice that two different size fuel grains occupy the RMS/Hybrid™ combustion chamber. This design is not arbitrary. As thecombustion products move down the core space of the shorter fuelgrain toward the nozzle, the flow is disrupted by the “step” caused bythe difference in core diameters of the two grains. This step inducesturbulence in the gas flow, promoting mixing of unreacted constituentsin the chamber exhaust stream and thereby increasing combustionefficiency.

The RMS/Hybrid™ forward closure is designed to produce threedifferent thrust levels. This is accomplished by blocking one or two ofthe four N2O injector orifices (or “jets”) visible in the forward end of theclosure, with small set screws. Two jets correspond to a “lower” thrustof approximately 65 pounds maximum, three jets produce about 90pounds, while four jets deliver approximately 120 pounds maximumthrust. These jet configurations are matched with the different RMS/Hybrid™ reload kits which result in a wide range of possible motorperformance combinations.

We at AeroTech™ sincerely hope you will enjoy using your RMS/Hybrid™ motor and wish you many successful flights with it!

• Study the illustrations and sequence of assembly. THE SEQUENCEOF ASSEMBLY IS EXTREMELY IMPORTANT . READ ALL IN-STRUCTIONS BEFORE USE. USE RMS/HYBRID™ MOTORSONLY IN ACCORDANCE WITH ALL INSTRUCTIONS. Review theparts list and become familiar with all parts before assembly. IF ANYPARTS ARE MISSING OR DAMAGED, CONTACT AEROTECH™AT 1-702-641-2301.

• DO NOT USE ANY PARTS OF THE RMS/HYBRID™ SYSTEMTHAT ARE DAMAGED IN ANY WAY, ESPECIALLY THE FLIGHTCYLINDER PIN VALVE. If in doubt, contact AeroTech™ at thenumber above for assistance.

• DO NOT MODIFY THE MOTOR IN ANY WAY. Modification of themotor, flight cylinder or reload kit parts could result in motor failure,lead to the destruction of both your rocket and motor and may causepersonal injury, death and/or property damage. Modification of the

under pressure at temperatures of up to 97 degrees Fahrenheit. Itsvapor pressure at 70 degrees Fahrenheit is about 750 lbs per squareinch. It has a density of approximately 47 lbs per cubic foot at thistemperature and pressure. For most reasonable motor chamber pres-sures there is no need for a separate pressurization system. In fact N2Ois an excellent example of a self-pressurizing “blowdown” oxidizer.

Nitrous oxide presents no significant health hazard. According to theHandbook of Compressed Gases , N2O is actually a minor constituent(9th in abundance or .00005% by mole) of the earth’s atmosphere.Nitrous oxide is non-toxic and non-irritating and has been used as ananesthetic in medicine and dentistry for nearly 200 years. One notes ithas also been used as a mild intoxicant and is a simple asphyxiant.However it is available in a “denatured” form with approximately 100ppm sulfur dioxide (SO2) added to discourage substance abuse.

This “denatured” nitrous oxide is available to the general public, thoughone should check local and state regulations. It has been a standardcomponent of performance cars for a long time and many speedequipment hobbyists have used it for years. Your local speed shopshould have it, it is usually priced in the range of $1.50 to $4.00 a pound.

Both the pure and denatured nitrous oxide are classified by the U.S.Department of Transportation (DOT) as a nonflammable gas; it willhowever support combustion. Above 572 degrees Fahrenheit it disso-ciates into nitrogen and oxygen and thus becomes a strong oxidizingagent. Since it is stored under pressure one should take precautions inhandling as with any high pressure gas. These precautions include theuse of personal protective equipment such as leather gloves andapproved eye protection.

Prudent handling of possible fuel and ignition sources in the vicinity ofN2O storage bottles is also warranted. Petroleum-based greases andoils must be rigorously excluded from the presence of nitrous oxidesince they are capable of spontaneous ignition or explosion whenexposed to pressurized N2O. Only fully-fluorinated (“oxygen-safe”)greases should be used in nitrous oxide plumbing systems.

Cellulose as a fuel presents some distinct advantages over the tradi-tional hydrocarbon fuels such as hydroxyl-terminated polybutadiene(or HTPB; typically also used as a binder in contemporary solidpropellant motors), ABS, polyurethane, acrylic and other plastics.While the optimum mixture ratio using these plastics is in the 7:1 to 8:1range (i.e., 7 to 8 parts nitrous oxide to 1 part plastic), the optimummixture ratio for cellulose and N2O is 3.3:1. This means that substan-tially more cellulose fuel can be oxidized by a given amount of nitrousoxide. Although the theoretical specific impulse (total impulse perpound of propellant) of cellulose is about 5% lower than most hydrocar-bon plastics when used in an N2O hybrid motor, the additional amountof cellulose fuel that can be completely burned by the N2O more thanmakes up for this deficiency.

Cellulose also appears to exhibit superior combustion efficiency overplastic fuels and generates prominent “mach diamonds” in the exhaustplume with very little visible smoke or soot. Motor ignition is rapid andsmooth with none of the “buzzing” or pulsation characteristics that aredemonstrated by some other hybrid motor design schemes. Added tothis are the obvious cost and availability advantages of using arenewable resource of the most abundant organic fuel material onearth!

AeroTech’s RMS/Hybrid™ rocket motors use a high pressure alumi-num alloy cylinder to store the liquefied nitrous oxide oxidizer prior toflight. A “pin” type valve, exclusively designed for N2O service and thespecific requirements of the RMS/Hybrid™ motor, is fitted to thecylinder. The cylinder/valve assembly is mated to the RMS™ motorcasing via a specially designed forward closure/N2O injector plateassembly. The forward closure design also includes a provision for a

RMS/Hybrid™ 54mm Motor with Flight Cylinder Attached

READ THIS BEFORE YOU BEGIN:

RMS™-54 aft closure (A) 1RMS™-54/1280 case (B) 1RMS/Hybrid™ forward closure withinjector plate assembly & jet plugs (C) 1440cc flight cylinder with valve assembly (D) 1Pyrovalve™ retainer screw (E) 1

Pyrovalve™ retainer hex key wrench (3/8") (F) 1Injector plate jet plug hex key wrench (.050") (G) 1N2O cylinder filling adapter & transfer hose assembly (H) 1Krytox™ fluorocarbon grease (syringe or 2 oz tube) (I) 1Ohaus® #LS5000 5000 gram electronic balance (J) 1Ohaus® #51055-00 500 gram calibration weight (K) 1

Nozzle (Large black plastic part) (L) 1Forward fuel grain (short 7/8" I.D. paper tube, std. ONLY) (M) 1Aft fuel grain (longer 1-3/8" I.D. paper tube) (N) 1Liner (2" O.D. X 1-7/8" I.D. orange paper tube) (O) 1Fwd & aft o-rings (1/8" thick X 2" O.D.) (P) 2Pyrovalve™ teflon separator (5/8" O.D. white disk) (Q) 1Pyrovalve™ o-ring (3/32" thick X 5/8" O.D.) (R) 1Pyrovalve™ element (short solid pellet) (S) 1Pyrovalve™ back-up washer (5/8" O.D. X 1/6" thick) (T) 1Nitrous oxide preheater charge (1" O.D. X 1" longpropellant grain) (U) 1Nitrous oxide preheater insulator (1-1/8" O.D.X 1" long tube) (V) 1Nitrous oxide preheater forward insulator (1-1/8" O.D. fiber washer) (W) 1

motor, flight cylinder or reload kit in any way will invalidate your motorwarranty.

• DO NOT USE ORDINARY “PAINTBALL” CYLINDERS ANDVALVES IN THE RMS/HYBRID™ MOTOR SYSTEM. Commonly-available “paintball” cylinders are designed for use with carbondioxide (CO2) and are not suitable for use with N2O. Cylindersintended for N2O service must be “oxygen clean” to prevent ignitionof contaminants. “Paintball” cylinder valves use combustible valvesealing components which have been shown to ignite in the pres-ence of flowing liquid N2O, and are not able to deliver sufficientquantities of N2O into the combustion chamber to produce designedmotor thrust levels.

• NEVER USE PETROLEUM-BASED GREASES OR OILS ON THEFLIGHT CYLINDER, CYLINDER VALVE ASSEMBLY, CYLINDERFILLING ADAPTER AND FITTINGS OR ON ANY INSIDE SUR-FACES OF THE RMS/HYBRID™ PYROVALVE™/FORWARDCLOSURE ASSEMBLY. Use only Krytox™ or other fully-fluorinatedgrease specifically designed for use in oxygen systems in theseareas. Ordinary greases are susceptible to spontaneous ignitionand/or explosion when exposed to pressurized nitrous oxide (N2O).The only exception to this is that petroleum-based grease is accept-able for use in the N2O preheater charge well of the RMS/Hybrid™forward closure.

• DO NOT ATTEMPT TO REMOVE THE PIN VALVE ASSEMBLYFROM THE FLIGHT CYLINDER. DO NOT TAMPER WITH ORREMOVE THE PRESSURE RELIEF VALVE ON THE CYLINDERVALVE ASSEMBLY. Tampering with or removal of these parts couldlead to a dangerous condition, possibly resulting in serious injury ordeath.

• DO NOT FILL THE FLIGHT CYLINDER BEYOND THE RATEDCAPACITY OF THE CYLINDER. Overfilled cylinders can rupturethe relief valve or burst violently without warning at certain elevatedtemperatures.

• USE ONLY AEROTECH™ RMS/HYBRID™ RELOAD KITS ANDMOTOR PARTS TO REFURBISH YOUR RMS/HYBRID™ MO-TOR. The AeroTech™ RMS/Hybrid™ reload kits have been de-signed specifically for use in your particular AeroTech™ RMS/Hybrid™ motor. Use of imitation components may destroy yourmotor, rocket and payload and will invalidate your motor warranty.Only use AeroTech™ RMS/Hybrid™ reload kits intended for yourspecific AeroTech™ RMS/Hybrid™ motor. DO NOT INTERCHANGEPARTS! Do not use AeroTech™ RMS/Hybrid™ reload kits or motorcomponents for any other purpose than to refurbish an AeroTech™RMS/Hybrid™ motor.

• DO NOT REUSE ANY OF THE DISPOSABLE PARTS OF THERMS/HYBRID™ RELOAD KIT. This includes the fuel grains, liner,nozzle and o-rings. These components have been designed for oneuse only and must be discarded after firing. Reuse can result in motorfailure during subsequent operation and will invalidate your motorwarranty.

• Motors are hot after firing. Although the reloadable RMS/Hybrid™motor operates at a lower temperature than most single-use solidpropellant motors, the high thermal conductivity of the aluminummotor parts may make it seem otherwise. If necessary to handle amotor before it has cooled down, use a rag or similar means.

• Read and follow the safety code of the Tripoli Rocketry Association(TRA) and comply with all federal, state and local laws, regulationsand ordinances in all activities involving high power rockets.

DO NOT OPEN RELOAD KITS UNTIL READY TO USE.

RMS/Hybrid™ Motor Accessories

(F)

(G)

(H)

(I)

(J)

(K)

PARTS:

RMS/HYBRID™ 54/1280 RELOADABLE HYBRID MOTOR SYSTEM™:

(A) (B)

(C)

(D)

(E)Motor Components

RMS/HYBRID™ RELOADABLE HYBRID MOTOR SYSTEM™ ACCESSORIES:

RMS/HYBRID™ STD, EFX™ or TURBO™ RELOAD KIT:

Forward insulator (2" O.D. phenolic washer) (X) 1Electric match igniter (Y) 1Nozzle cap igniter holder (1-1/4" I.D. red plastic cap) (Z) 1Igniter guide (1/4" O.D. X 13" long tube) (not shown) 1EFX™ grains (1.87" O.D. X 1-1/16" long, EFX™ kits ONLY) (not shown) 2Turbo™ grains (1.87" O.D. X 1-1/16" long, Turbo™ kits ONLY) (not shown) 5

Nitrous oxide supply bottle (5 - 64 lb. ) and valve with male CGA 660outlet threads (AA)CGA 660 bottle nut with teflon washerand male 4AN outlet fitting (BB)Supply bottle pressure gauge (optional) (CC)9/16" open-end or adjustable wrench (DD)Permatex™ Super Lube™ or similar petroleum-based grease (EE)Masking tape (FF)Hobby knife (GG)Wet wipes or damp paper towels (HH)“Chore Boy™” - type steel wool pad (II)Black powder (not shown)

Leather gloves (JJ)Approved eye protection (such as safety glasses) (KK)

SAVE THE RELOAD KIT PLASTIC BAG FOR THE USEDRELOAD PARTS. DISPOSE OF BAG AND PARTS PROPERLY.

NOTE: If you are having your flight cylinders loaded by a high-performance auto store, specialty gas supplier or RMS/Hybrid™ dealer,skip steps 1-1 through 1-19 and proceed directly to Chapter 2,“Pyrovalve™/Forward Closure Preparation”.

WARNING: Perform flight cylinder chilling and loading only whilewearing leather gloves and approved eye protection.

WARNING: Do not use petroleum-based grease on the flight cylindervalve o-ring, valve threads or any inside surfaces or threads of the fillingadapter assembly, transfer hose or fittings. Ordinary greases used inthese areas are susceptible to spontaneous ignition and/or explosionwhen exposed to pressurized nitrous oxide.

1-1. Fig.-1: Scale Calibration. Before beginning each flight cylin-der loading process, calibrate the electronic balance. Pressthe “on” or “tare” button on the balance until the electronicreadout indicates “0g”. Place the 500 gram calibration weighton the weighing pan and note the weight displayed. Verify thatthe balance readout indicates 500 grams, +/- 1 gram. Adjustthe balance if necessary according to the balancemanufacturer’s instructions to bring the balance into accuratecalibration.

Personal Protective Equipment

Fig.-1

Items NeededFor Use

(AA)

(BB)

(CC)

(DD)

(EE)

(FF)

(GG)

(HH)(II)

(JJ)

(KK)

Electronic Balance

Calibration Weight

Readout Indicates 500g

RMS/Hybrid™ Reload Kit Parts

(M)

(N)

(O)

(R)(S)(T)

(U)(V)

(W)(X) (Q)(Y) (P)(L)(Z)

ITEMS NEEDED FOR USE:

Chapter 1. Flight Cylinder Loading

PERSONAL PROTECTIVE EQUIPMENT REQUIRED:

the receptacle in the cylinder filling adapter until it stops.

1-5. Fig.-5: Turn the blue thumbscrew on the flight cylinder fillingadapter in a clockwise direction until it stops, then back off oneturn. This action opens the flight cylinder valve.

1-6. Fig.-6: Place the flight cylinder/filling adapter assembly on theelectronic balance. Press the “on” or “tare” button on thebalance until the electronic readout indicates “0g”.

1-7. Fig.-7: Slowly open the valve on the nitrous oxide supplybottle. Note the electronic balance readout and allow 70-80grams of nitrous oxide (or about 1/4 of cylinder capacity) toenter the flight cylinder. Close the valve on the supply bottle.

1-2. Fig.-2: Preparation for Weighout. Thread the female “4AN”fitting (“loose”) end of the nitrous oxide transfer hose/cylinderfilling adapter assembly on to the male AN fitting adapter onthe nitrous oxide supply bottle. Tighten fitting with a 9/16"open-end or adjustable wrench.

1-3. Fig.-3: Arrange the supply bottle, transfer hose, cylinder fillingadapter and electronic balance in such a manner that the hoseis in a level orientation. A large box, table or other sturdy andstable object may be used to raise the height of the supplybottle or other components if necessary. This will help toprevent false readings of the weight of the nitrous oxide in theflight cylinder during oxidizer weighout.

Cylinder Chilling. NOTE: Steps 1-6 through 1-10 may be skipped byplacing the flight cylinder in a refrigerator or freezer for 1-2 hours to coolit below the temperature of the supply bottle. A substantial differencein temperature is necessary (30 - 40 deg. F.) to enable complete fillingof the flight cylinder from the supply bottle.

CAUTION: Inspect the flight cylinder valve o-ring for nicks, cuts or otherdefects. Replace the cylinder valve o-ring if necessary prior to cylinderchilling and/or filling.

1-4. Fig.-4: Apply a light coat of Krytox™ grease to the flightcylinder valve o-ring. Thread the flight cylinder valve fitting into

Fig.-6

"4AN" Fittings

Filling AdapterAssembly

Nitrous OxideSupply Bottle

Supply Bottleon Sturdy Support

Transfer Hose,Electronic Balanceand Filling AdapterAssembly inLevel Orientation

Blue Thumbscrew(Turn Clockwise)

Filling Adapter

Flight Cylinder

Cylinder Filling Adapter Assembly

Electronic Balance

Readout Indicates 0gAfter Tare

Flight Cylinder

ElectronicBalance ReadoutIndicates 70-80g(or about 1/4 ofcylinder capacity)

Supply Bottle Valve

Fig.-2

Transfer Hose

Fig.-3

Fig.-7

Fig.-5

Flight Cylinder Valve

Cylinder FillingAdapter

Fig.-4

Light Coat of Krytox™ Greaseon Cylinder Valve O-ring

Flight CylinderThreaded in Place

1-8. Fig.-8: Turn the blue thumbscrew on the cylinder fillingadapter in a counter-clockwise direction until there is a dra-matic decrease in the turning resistance of the screw. Thisindicates that the flight cylinder valve is closed.

1-9. Fig.-9: Using a 9/16" open-end or adjustable wrench, partiallyloosen the female 4AN fitting on the supply bottle end of thetransfer hose to vent excess nitrous oxide from the hose.Remove the fitting from the bottle when all pressurized nitrousoxide has been vented from the transfer hose.

1-10. Fig.-10: Grasp the flight cylinder and cylinder filling adapter/transfer hose assembly securely . While pointing the end ofthe transfer hose in a safe direction, away from people,animals and flammable materials, slowly turn the blue thumb-screw on the cylinder filling adapter clockwise and vent thenitrous oxide in the flight cylinder to the atmosphere until it isempty. This operation has the effect of rapidly cooling theflight cylinder to allow complete subsequent loading of nitrousoxide from the supply bottle. Do not change the position of theblue thumbscrew after this venting procedure. NOTE: Repeatthis chilling procedure if necessary to reduce the flight cylindertemperature at least 30 - 40 deg. F. below the temperature ofthe supply bottle.

1-11. Fig.-11: Cylinder Filling. NOTE: Perform the flight cylinderfilling operation immediately after the cylinder has beenchilled. Attach the female “4AN” fitting (“loose”) end of thenitrous oxide transfer hose on to the male AN fitting adapteron the nitrous oxide supply bottle. Tighten fitting with a 9/16"open-end or adjustable wrench.

1-12. Fig.-12: Place the flight cylinder filling adapter assembly onthe electronic balance. Press the “on” or “tare” button on thebalance until the electronic readout indicates “0g”.

1-13. Fig.-13: Slowly open the valve on the nitrous oxide supplybottle. Note the electronic balance readout and allow thefollowing amount of nitrous oxide to flow into the flight cylinder:

440cc cylinder — 299 grams N2O

Close the valve on the supply bottle.

WARNING: DO NOT OVERFILL the flight oxidizer cylinderby more than a few grams (this can be adjusted during the

Fig.-8

Fig.-9

"4AN" Fittingon Transfer Hose

Venting Nitrous


Fig.-10Turn Blue ThumbscrewClockwise

Hold Cylinder andHose Securely

Venting Nitrous

Fig.-11


Transfer Hose

"4AN" Fittings

Cylinder Filling Adapter Assembly

Electronic Balance

Readout Indicates 0gAfter Tare

Fig.-12

Blue Thumbscrewon Cylinder Filling Adapter(Turn Counter-Clockwise)

Flight Cylinder

Supply Bottle Valve

Fig.-13

Electronic BalanceReadout IndicatesNitrous Oxide"Net" Weight

1-18. Fig.-17: Place the flight cylinder on the weighing pan of theelectronic balance. Note the weight on the display. Subtractthe cylinder “tare” weight (marked on the cylinder label) fromthe displayed weight and verify that the resulting “net” weightis less than or equal to the amount permitted for that particularcylinder. Reattach the flight cylinder to the transfer hoseassembly and vent or add sufficient nitrous oxide to adjust thenet weight to the appropriate level. NOTE: If an excess of N2Ois present in the flight cylinder, carefully vent the excessthrough the cylinder filling adapter assembly until the netweight is less than or equal to the maximum allowableamount.

CAUTION: Less than the full permitted net weight of nitrousoxide can be safely loaded into the flight cylinder but motorperformance (thrust duration) will be reduced proportional tothe reduction in the quantity of nitrous oxide; for example,loading 240 grams of nitrous oxide in a 440cc cylinder will yieldonly approximately 80% of the total impulse of a full cylinder.NOTE: EFX™ and Turbo™ reloads MUST use fully-filledflight cyinders for proper operation.

1-19. Fig.-18: Push the cylinder valve cap (13/16" I.D. red plasticcap) over the flight cylinder valve fitting. Leave the cap in placeuntil you are ready to use the cylinder for a flight. Store thecylinder in a cool, secure location.

2-1. Fig.-19: Check the forward closure to ensure that the propernumber of jet plugs (3-48 set screws) are installed in theforward closure N2O injector plate corresponding to thereload kit being used (2, 3 or 4-jet std, 3-jet EFX™ or 3-jetTurbo™) and the maximum thrust level desired. Using the.050" jet plug hex key wrench, remove or install one or two jetplugs in the injector plate as necessary. Store any removed jetplugs in the plug "parking spots" located in the injector plateor another secure location.

“check weight” procedure, below). The flight cylinder fill weightsare calculated to permit sufficient free space above the liquidnitrous oxide to allow expansion up to the “critical tempera-ture” without becoming “liquid full”. An overfilled cylinder canrupture the relief valve or burst violently without warning dueto hydraulic effects brought about by a “liquid full” condition asthe cylinder is warmed.

1-14. Fig.-14: Turn the blue thumbscrew on the cylinder fillingadapter in a counter-clockwise direction until there is a dra-matic decrease in the threading resistance of the screw. Thisindicates that the flight cylinder valve is closed.

1-15. Fig.-15: Using a 9/16" open-end or adjustable wrench, par-tially loosen the female 4AN fitting on the supply bottle end ofthe transfer hose to vent excess nitrous oxide from the hose.NOTE: The hose may be left attached to the supply bottle ifadditional flight cylinders are to be loaded.

1-16. Fig.-16: After all nitrous oxide has vented from the hose,unthread the flight cylinder valve from the cylinder fillingadapter.

1-17. Check Weight. Press the “on” or “tare” button on the elec-tronic balance until the readout indicates “0g”.

Blue Thumbscrewon Cylinder Filling Adapter(Turn Counter-Clockwise)

Fig.-14

Fig.-15

"4AN" Fittingon Transfer Hose

Venting Nitrous


Cylinder FillingAdapter

Flight Cylinder

Fig.-16

Flight Cylinder Valve

Fig.-17

Flight Cylinder

Electronic Balance

Readout Indicates"Gross Weight"(Subtract Cylinder"Tare" Weight toObtain "Net" Weight)

Cylinder Valve Cap

Fig.-18

Flight Cylinder

Flight Cylinder Valve Fitting

Chapter 2. Pyrovalve™/Forward Closure Preparation

CAUTION: Do not use a Pyrovalve™ element with any visibledefects.

Install the Pyrovalve™ element in the Pyrovalve™ chargewell of the RMS/Hybrid™ forward closure, seated against theteflon separator disk.

2-5. Fig.-23: Insert the Pyrovalve™ back-up washer (5/8" O.D. X1/16" thick stainless steel washer) into the Pyrovalve™ chargewell until it is seated against the Pyrovalve™ element.

2-6. Figs.-24 & 25: Drop the Pyrovalve™ retainer screw onto thePyrovalve™ charge well. Using the Pyrovalve™ retainer hexkey wrench, gently tighten the retainer screw against thePyrovalve™ back-up washer until the retainer screw is flushwith the end of the Pyrovalve™ charge well and a dramaticincrease in threading resistance is noted.

2-2. Fig.-20: Apply a light coat of Krytox™ grease to the Pyrovalve™(3/32" X 5/8" O.D.) o-ring. Place the o-ring in the groove in thebottom of the Pyrovalve™ charge well of the RMS/Hybrid™forward closure.

WARNING: DO NOT use petroleum grease on the Pyrovalve™o-ring or any inside threads or surfaces of the RMS/Hybrid™forward closure. Ordinary greases used in these areas aresusceptible to spontaneous ignition and/or explosion whenexposed to pressurized nitrous oxide.

2-3. Fig.-21: Inspect the Pyrovalve™ teflon separator disk (whitedisk 5/8" O.D. X .010" thick) for any holes, cuts or otherdefects.

CAUTION: Do not use a Pyrovalve™ teflon separator diskwith any visible defects.

Install the separator disk into the Pyrovalve™ charge well,seated against the Pyrovalve™ o-ring.

2-4. Fig.-22: Inspect the Pyrovalve™ element (short, solid blackpellet, 5/8" O.D X 1/4" thick) for chips, cracks or other defects.Check the structural integrity of the Pyrovalve™ element bygrasping with the thumb and forefingers of both hands andflexing the element back and forth with moderate force.

Fig.-20

Jet Plug Hex Key Wrench(.050")

RMS/Hybrid™ Forward Closure

Jet Plug

Krytox™ GreaseONLY

Pyrovalve™ O-ring

Fig.-21

Pyrovalve™Teflon Separator

RMS/Hybrid™Forward Closure

Teflon Separator DiskPyrovalve™ Element

Fig.-22


Pyrovalve™Back-up Washer

Fig.-23


Pyrovalve™ Element

Fig.-25

Pyrovalve™Hex Key Wrench

Fig.-24


Pyrovalve™ Retainer Screw

Pyrovalve™Charge Well

Pyrovalve™Charge Well

N2O Injector Plate Fig.-19


2-10. Fig.-29: Insert the nitrous oxide preheater charge (1" O.D. X1" long propellant grain) into the nitrous oxide preheaterinsulator tube until it is seated against the nitrous oxidepreheater forward insulator. Set the completed RMS/Hy-brid™ forward closure assembly aside.

3-1. Fig.-30: Apply a light coat of petroleum-based grease to allcasing threads and closure outer threads and both forwardand aft o-rings. This will facilitate assembly and prevents thethreads from seizing.

3-2. Fig.-31: Using your fingernail or other blunt object, removethe burr (rough, raised edge) from both inside ends of the linertube (2" O.D. X 1-7/8" I.D. orange paper tube).

CAUTION: Do not over tighten the Pyrovalve™ retainerscrew. Over tightening the screw could crack the Pyrovalve™element resulting in a leak and/or possible spontaneousignition of the element when the flight cylinder is threaded intothe RMS/Hybrid™ forward closure.

2-7. Fig.-26: Leak Check.

CAUTION: Perform step 2-7 outdoors ONLY. Wear leathergloves and approved eye protection during this operation.

WARNING: DO NOT at any time look directly into the Pyrovalve™end of the RMS/Hybrid™ forward closure during this operation.

Using a partially or fully-filled flight cylinder at or above roomtemperature, and pointing the aft (Pyrovalve™) end of theRMS/Hybrid™ forward closure away from people, animals,buildings and flammable materials, slowly thread the cylindervalve fitting into the cylinder valve receptacle of the forwardclosure until a dramatic increase in threading resistance is felt.This increase signals the opening of the cylinder valve and thepressurizing of the forward closure cavities with nitrous oxide.If no leaks are heard or otherwise noted, unthread the cylinderfrom the forward closure and continue with the forwardclosure assembly. If a leak is detected, unthread the cylinder,remove the Pyrovalve™ components and carefully repeatsteps 2-2 through 2-6 above before performing this leak checkagain. NOTE: A small burst of N2O gas will escape from theforward closure cylinder valve receptacle as the cylinder isunthreaded from the closure.

2-8. Fig.-27: Apply a liberal coat of petroleum-based grease to theinside surface of the nitrous oxide preheater well of the RMS/Hybrid™ forward closure. Install the nitrous oxide preheaterforward insulator (1-1/8" O.D. X 1/16" thick fiber washer) intothe nitrous oxide preheater well until it is seated against theforward end of the well.

2-9. Fig.-28: Apply a liberal coat of petroleum-based grease to theoutside of the nitrous oxide preheater insulator (1-1/8" O.D. X1" I.D. X 1" long tube). Install the insulator into the nitrousoxide preheater well until it is seated against the nitrous oxidepreheater forward insulator.

Fig.-27


Nitrous OxidePreheater Well(Greased)

Nitrous OxidePreheaterForward Insulator

Fig.-28


Nitrous OxidePreheater Insulator(Greased)


Nitrous OxidePreheater Charge


Fig.-29


Nitrous OxidePreheaterInsulator Tube

Fig.-31

Deburr Inside EndLiner Tube

Apply Petroleum Greaseto All Casing Threads andClosure Outer Threads andForward and Aft O-rings

Fig.-30

Fig.-26

RMS/Hybrid™Forward ClosureAssembly

Flight Cylinder(Partially or fully-filled)

Chapter 3. Combustion Chamber Assembly

3-3. Fig.-32: Apply a medium coat of Krytox™ grease to one endof the liner tube to a depth of approximately 3/8'’. NOTE: TheKrytox™ grease prevents the nozzle end of the liner fromoverheating and burning.

3-4. Fig.-33: Insert the larger-diameter end of the nozzle (largeblack plastic part) into the Krytox™-greased end of the linertube until the nozzle flange is seated against the liner.

3-5. Fig.-34: Install the aft (long, 1-3/8" I.D.) fuel grain into the linertube, seated against the nozzle. If necessary, wrap the aft fuelgrain with a layer or two of masking tape to insure a snug fitin the liner tube.

3-6. Fig.-34: Install the forward (short, 7/8" I.D.) paper fuel grain(or the 2 EFX™ or 5 Turbo™ fuel grains) into the liner tube andpush it in until it is slightly below flush with the end of the linertube and is seated against the aft fuel grain. If necessary, wrapthe forward fuel grain with a layer or two of masking tape toinsure a snug fit in the liner tube.

3-7. Fig.-35: Push the liner assembly, nozzle end first, into themotor case until the nozzle protrudes from the case about7/8". NOTE: A liberal coat of petroleum-based grease appliedto the outside surface of the liner (especially on the forward

end) will facilitate installation and casing cleanup after motorfiring.

3-8. Fig.-36: Place the greased aft (1/8" thick X 2" O.D.) o-ring intothe groove in the nozzle insert.

3-9. Fig.-37: Thread the aft (gold) closure into the motor case byhand until about 1/16" gap remains between the case and theclosure. NOTE: Final tightening will be performed after theother motor components are loaded into the case.

3-10. Fig.-38: Insert the forward insulator (2" O.D. phenolic washer)into the motor case, until it is seated against the end of theliner.

Fig.-32

Liner Tube

Krytox™ GreaseApply 3/8" Deep

Liner Tube

Nozzle

Krytox™ Grease

Nozzle Flange

Fig.-33

Nozzle (ProtrudesAbout 7/8")

Motor Casing

Fig.-35

Fig.-36

Motor CasingNozzle

Aft O-ring(Greased)

Motor Case

Fig.-37

About 1/16" GapAft Closure

Liner Tube

Aft Fuel Grain

Forward Fuel Grainor 2 EFX™ or5 Turbo™ Grains

Fig.-34

Forward ClosureAssembly

Motor CasingLiner

Forward Insulator Forward O-ring(Greased)

Fig.-38

3-11. Fig.-38: Place the greased forward (1/8" thick X 2" O.D.) o-ring into the case, seated against the forward insulator.

3-12. Fig.-38: Hold the motor case and the previously-completedforward closure in a horizontal position. Thread the forwardclosure assembly into the open end of the motor case by handuntil it is seated against the case.

3-13. Fig.-39: Finish tightening the aft (gold) closure by hand untilit is seated against the case. NOTE: There will be moderateresistance to threading in the closure during the last 1/32" to1/16" of travel. It is normal if a slight gap remains between theclosure and the case after tightening.

NOTE: It is recommended that final motor assembly be performed atthe launch pad, immediately prior to flight. The flight cylinder should beat 75 deg. F. +/- 20 deg. F. for best performance and proper motoroperation. Use a thermal insulated cooler to store your flight cylindersduring extreme temperature situations. Leave the flight cylinders in thecooler until just before you are ready to attach to the motor and installin your rocket. Above 97 deg. F. nitrous oxide transitions to the gasphase regardless of pressure and may result in surging or variablethrust during burn. During cold weather delivered total impulse can beadversely affected. Obtain priority status to launch your rocket within 15minutes of installation on the launch pad during hot or cold weatherconditions.

4-1. Figs.-40 & 41: CAUTION: Perform step 4-1 outdoors ONLY.Wear leather gloves and approved eye protection during thisoperation. Pointing the nozzle end of the RMS/Hybrid™ motoraway from people, animals, buildings and flammable materi-als, slowly thread the cylinder valve fitting into the cylindervalve receptacle of the forward closure until a dramaticincrease in threading resistance is felt.

This increase signals the opening of the cylinder valve and thepressurizing of the forward closure cavities with nitrous oxide.Continue threading the cylinder valve fitting into the RMS/Hybrid™ forward closure cylinder valve receptacle until thevalve fitting bottoms out against the forward closure.

4-2. Install the RMS/Hybrid™ motor in the rocket’s motor mounttube. Ensure that the motor is securely retained in the rocketby using positive mechanical means to prevent it from beingejected during recovery system deployment.

4-3. Place the rocket on the launcher and make any other prepa-rations required before hooking up the igniter. Attach theigniter clips to the leads of the electric match ignition assemblyand launch the rocket in the approved manner in accordancewith the Tripoli safety code.

5-1. Fig.-42: Using a hobby knife, slice a 1/8" vent hole in the edgeof the nozzle cap igniter holder (1-1/4" I.D. red plastic cap). Setthe vented nozzle cap igniter holder aside.

5-2. Insert the stripped end of the electric match igniter through theigniter support tube (1/4" O.D. X 13" long mylar tube) until thematch head protrudes from the tube approximately 1".

5-3. Fig.-43: Wrap a short piece of 1" masking tape around thehead of the electric match, forming a “tube” about 1/4" indiameter. Fill this tube about 1/8" from the end with blackpowder. Pinch the top of this tube together with your fingersto prevent the black powder from leaking out.

Fig.-40

RMS/Hybrid™Motor Assembly

LoadedFlight Cylinder

Chapter 5. Igniter Construction & Installation

Fig.-42Hobby Knife

1/8" Vent Hole

Nozzle Cap

Chapter 4. Final Motor Assembly & Flight Preparation

CaseAft Closure

Fig.-39

Fig.-41

Thread FittingInto ClosureUntil Seated

Forward ClosureCylinder Valve Receptacle

Masking Tape "Tube"1/4" Dia Electric Match

Black PowderFig.-43

5-4. Fig.-44: Insert the head end of the electric match ignitionassembly through the nozzle throat, through the paper and/orfuel grains, through the hole in the nitrous oxide preheatercharge, through the opening in the Pyrovalve™ retainerscrew and against the exposed portion of the Pyrovalve™charge. NOTE: The end of the igniter guide tube should benearly flush with the end of the nozzle when the igniter ispositioned properly. For reference purposes, the distancebetween the end of the nozzle and the surface of thePyrovalve™ charge is 13-3/8".

5-5. Fig.-45: Push the vented nozzle cap igniter holder over thenozzle to secure the electric match to the motor. Attach theigniter clips to the leads of the electric match ignition assemblyand launch the rocket in the approved manner in accordancewith the Tripoli safety code and NFPA 1127.

6-1. If a misfire occurs and a loaded RMS/Hybrid™ motor does notignite for any reason within five seconds of pressing thelaunch button, release the launch button and remove thesafety key from the electrical launch controller. WAIT ONEMINUTE before approaching or allowing anyone else toapproach the vehicle. CAUTION: Wear leather gloves andapproved eye protection during this operation. Keep yourfingers and hands out from underneath the vehicle and awayfrom the possible path of the motor exhaust jet. Do not placeany part of your body in front of the vehicle. Disconnect theigniter clip(s) from the electric match igniter. Remove theigniter from the motor. Carefully remove the RMS/Hybrid™motor from the rocket while still on the launch pad, if possible.Otherwise, remove the rocket from the launch pad and keepit pointed in a safe direction. Keeping the motor nozzle andflight cylinder pointed away from your face and body - andaway from any other person’s face or body - unthread the flightcylinder from the motor combustion chamber. Repeat themotor preparation and launching process.

NOTE: Perform motor clean-up as soon as possible after motor firing.Fuel combustion residues become difficult to remove after 24 hoursand can lead to corrosion of the metal parts. Place the spent motorcomponents in the reload kit plastic bag and dispose of properly.

7-1. After the motor has cooled down, remove the flight cylinderand the forward and aft closures. Replace the cylinder valvecap (13/16" I.D. red plastic cap) over the cylinder valve fitting.Leave the cap in place until you are ready to load the cylinderfor another flight. Store the flight cylinder in a safe place.

7-2. Remove the liner, nozzle and forward insulator assembly fromthe casing by pushing on the nozzle end and discard. Removeand discard the forward and aft o-rings. Using wet wipes ordamp paper towels, wipe the inside of the casing to remove allcombustion residues.

7-3. Remove the nitrous oxide preheater insulator tube and for-ward insulator washer from the forward closure and discard.Using the Pyrovalve™ hex key wrench, remove thePyrovalve™ retainer screw from the Pyrovalve™ charge wellof the forward closure and set aside. Remove the Pyrovalve™back-up ring and Pyrovalve™ o-ring from the forward closureand discard. Using wet wipes, damp paper towels and/or a“Chore Boy™” steel wool pad, remove all combustion residuefrom the forward and aft closures and the Pyrovalve™ retainerscrew.

7-4. Apply a light coat of petroleum-based grease to casingthreads, outer forward and aft closure threads only and theinside of the motor case. Reassemble metal parts and storemotor in a dry place.

For a minor burn, apply a burn ointment. For a severe burn, immersethe burned area in ice water at once and see a physician as quickly aspossible. In the unlikely event of oral ingestion of the igniter propellantor Pyrovalve™ element, induce vomiting and see a physician as quicklyas possible. The AeroTech RMS/Hybrid™ N2O/fuel preheater, EFX™and Turbo™ composite propellant contains ammonium perchlorateand a rubber like plastic elastomer. The Pyrovalve™ pellet consists ofblack powder.

Damaged or defective reload kits should be returned to AeroTech™.

First Public Demonstrationof RMS/Hybrid™ SystemEl Dorado Dry Lake, NevadaFebruary 4, 1995

Chapter 8. First Aid

Chapter 9. Disposal

Fig.-44

Electric Match Nozzle

Vented Nozzle Cap

Electric Match

Nozzle

Fig.-45

Chapter 6. Misfires

Chapter 7. Post-Flight Motor Cleanup

Tests show that the pyrotechnic components of RMS/Hybrid™ reloadkits will not explode in fires and normally will not ignite unless subjectedto direct flame and then will burn slowly. Use water to fight fires in whichAeroTech™ RMS/Hybrid™ reload kit pyrotechnic components maybecome involved: direct the water at the AeroTech™ RMS/Hybrid™reload kit pyrotechnic components to keep them below their 550 deg.F autoignition temperature. Foam and carbon dioxide fire extinguish-ers will NOT extinguish burning propellants of the type used in Aero-Tech™ RMS/Hybrid™ reload kit pyrotechnic components. Keep fillednitrous oxide cylinders away from flames, sources of heat and flam-mable materials.

Sutton, G.P., 1992, Rocket Propulsion Elements, Sixth Edition, JohnWiley and Sons, New York, Chapter 15

Altman, D., 1991, Hybrid Rocket Development History, AIAA paper 91-2515.

Moore, G., and Berman, K., 1956, Jet Propulsion, Vol. 25 No. 11, pp965-968.

Kniffen, B. McKinney, and P.Estey, Hybrid Rocket Development at theAmerican Rocket Company, AIAA paper 90-2762.

Grubelich, M., Rowland, J., and Reese, L., A Hybrid Rocket EngineDesign for Simple Low Cost Sounding Rocket Use, AIAA paper 93-2265.

Estey, P., and Whittinghill, G., Hybrid Rocket Motor Propellant Selec-tion Alternatives, AIAA paper 92-3592.

Compressed Gas Association, 1990, Handbook of Compressed Gases,Third Edition, Chapman and Hall, New York, pp 519-525.

Estey, P., Altman, D., and McFarlane, J., 1991, An Evaluation ofScaling Effects for Hybrid Rocket Motors, AIAA paper AIAA-91-2517.

Jackson, A, 1995, The Nitrous Oxide Hybrid Rocket Motor, HighPower Rocketry magazine, May issue, pp 20-29.

Humble, R., Henry, G. and Larson, W., 1995, Space PropulsionAnalysis and Design, McGraw-Hill, Inc., Chapter 7.

NOTICE: AeroTech™ certifies that it has exercised reasonable care inthe design and manufacture of its products. As we cannot control thestorage and use of our products, once sold we cannot assume anyresponsibility for product storage, transportation or usage. Aero-Tech™ shall not be held responsible for any personal injury or propertydamage resulting from the handling, storage or use of our product. Thebuyer assumes all risks and liabilities therefrom and accepts and usesAeroTech™ products on these conditions. No warranty either ex-pressed or implied is made regarding AeroTech™ products, except forreplacement or repair, at AeroTech’s™ option, of those products whichare proven to be defective in manufacture within one year from the dateof original purchase. For repair or replacement under this warranty,please contact AeroTech™. Proof of purchase will be required. Note:Your state may provide additional rights not covered by this warranty.

www.aerotech-rocketry.comAeroTech™, Inc. Las Vegas, NV 89104

Made in U.S.A. ©1998 AeroTech™, Inc., All rights reserved.

RMS/HYBRIDHYBRID TM

Chapter 10. Fire Safety

Hybrid Rocket Motor Information References

Disclaimer and Warranty

Notes:

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®

RMS/HYBRIDHYBRIDTM

Hints and Tips for Using AeroTech RMS/Hybrid™ Products

1. Electric matches are not continuity safe will all firing systems! Uselow current (Less than 30 milliamp) continuity circuits only!

2. Always use grease sparingly. O-rings are sufficiently greased when theyexhibit a uniform "shine". When preparing hardware for use, lightly apply abead of grease around the outer edge of the threads at each end of a case.Then screw both closures on and off their respective ends of the case in orderto thoroughly distribute the grease amongst the case and closure threads.

3. Remember to use only Krytox™ grease on the forward closure's internalsealing areas (specifically the Pyrovalve™ o-ring and flight cylinder/forwardclosure threads). Ordinary greases are susceptible to spontaneous ignition orexplosion when exposed to pressurized nitrous oxide. If you don't haveKrytox, don't use any grease!

4. When assembling a Pyrovalve™ element into a forward closure, avoidgetting any grease on its exposed surfaces. Contamination of a Pyrovalve's™surfaces with grease may result in less reliable ignition.

5. Always check a reload kit's contents against its parts list. Never use a reloadkit that is missing or contains questionable parts. Always inspect reload kit o-rings for nicks, cuts, thin sections or other defects (defective o-rings maycause motor failure). Don't use any Pyrovalve™ element that has beendropped, is visibly cracked, or has any other obvious defect. At its discretion,AeroTech will replace any reload kit that is missing or contains defective parts.

6. When assembling an RMS/Hybrid™ motor, be sure to read and follow theinstructions! All parts must be assembled in the correct order and installed inthe proper location (we've seen o-rings stretched around end closure threads,for example). A real indication of trouble is if you have reload kit parts left over.Check your assembly again, or call AeroTech.

7. After threading the forward and aft closures into a motor casing, be sure tolightly seat each closure against the case to help insure that combustion gasleakage does not occur during motor operation.

8. Flight cylinders may leak slightly after filling for the first time. However, aftera few hours under pressure the pin valve sealing washer normally conformsto the inside of the pin valve and effects a tight seal. Cylinders should becapable of holding a full charge of nitrous oxide for several weeks after this"break-in" period (AeroTech requests the return of any cylinder which fails toseal positively after several attempts are made to fill it).

9. AeroTech strongly recommends that flight nitrous oxide cylinders alwaysbe weighed just prior to flight to verify the net weight of nitrous oxide containedin the cylinder. It is important that the cylinders be filled to within 5% ofAeroTech's recommended capacity for best system performance.

10. Igniters should be installed so that they directly contact the Pyrovalve™element. Chances of a misfire increase if the igniter does not make positivecontact with the Pyrovalve™ element.

11. Thoroughly clean a motor after each use. Residues can prevent propersealing and result in hot gas leakage and subsequent motor failure.

12. When preparing your igniters it is important that the top of the maskingtape "tube" be simply pinched together, not covered with another layer of tape.It is also necessary that the opposite end of the tape be securely attached tothe electric match leads. Otherwise, the pressure generated by the burningblack powder can eject the electric match rearward from the tape tube without

igniting the Pyrovalve™, causing a misfire.

13. Black powder was selected for ignition enhancement because it is widelyavailable and does not require BATF permits for purchase, storage or use.For those of you who have access to thermalite igniter cord, it can also beused with equal success. A 3" piece, folded to a 1" length and taped to theend of the electric match, will produce good results.

14. A relatively low-strength thread locking compound is used to secure the pinvalve body to the flight cylinder neck, in case it ever becomes necessary for us todisassemble them to inspect the valve components or for repairs. We havediscovered in a few instances that the pin valve may still be prone to looseningfrom the cylinder under certain conditions, such as when unscrewing the flightcylinder from the forward closure after performing the Pyrovalve™ leak check. Adrop of cyanoacrylate (CA) glue on the mating surfaces of the valve and cylindercan be used to prevent the valve from loosening again. NOTE: Do not get anyCA on the threads of either the valve body or the cylinder neck. Apply to the flatsurfaces only.

15. We want to emphasize that a light coat of petroleum-based grease applied tothe outside forward (bulkhead) end of the liner greatly improves the ease of linerremoval after a flight. Apply the grease on the forward 3-4" of the exterior linersurface prior to loading the liner assembly into the motor case. The forward endsof ungreased liners may have a tendency to stick to the casing in isolated spots.

16. We have discovered that if a RMS/Hybrid™ -powered rocket is involved in acrash due to failure of the rocket's parachute deployment system to functionproperly or other reason, the extreme deceleration caused by impact can result ina small quantity of char (carbon) deposit from the interior of the motorcombustion chamber to be forced through the injector plate orifices, through thecylinder pin valve opening and into the flight cylinder. This char deposit canresult in the inability of the flight cylinder pin valve to effect a tight seal during asubsequent filling.

In the event that this happens to you during a flight attempt, we recommend thatyou load the flight cylinder with a small amount (50-100 grams) of nitrous oxideaccording to the procedure specified in Chapter 1 of your owner’s manual, thenrapidly discharge the N

2O through the cylinder filling adapter assembly. Hold the

flight cylinder with the pin valve pointing down during this operation. Thisorientation will discharge liquid nitrous through the pin valve and will help todislodge the deposits from the cylinder and valve components. Repeat thisprocess if necessary to purge all char deposits from the cylinder and valve. Thepin valve should seal normally after being cleaned in this manner.

17. AeroTech recommends that minimum diameter rockets be designed toseparate just above the flight cylinder/motor mount tube interface to prevent tubedamage upon landing.

18. Motor mounts should be sealed off from ejection charge pressurization tominimize the possibility of motor ejection.

19. Unnecessary use of Krytox™ grease on the inside of the casing and otherareas causes "bleaching" of the anodization dye.

20. Fuel liners occasionally appear to "burn through" in isolated spots. A smallcarbon deposit on the inside of the motor case may result. This does not affectproper motor operation and can be easily removed during motor clean up.


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From: Tom Blazanin, 73150,465To: ALLTopic: TMT-NOTEMsg #388446Section: Sport Rocketry [8]Forum: ModelNetDate: Sat, Nov 18, 1995, 3:54:05 PM

Date: Thursday, June 11, 1998

**** OFFICIAL Tripoli Motor Testing Notice ****

The following is an Official announcement of Tripoli Approval andCertification on four types of AeroTech Hybrid motors submittedfor testing. These motors listed are certified, as of this datetil December 31, 1998. These motors may be flown at any Tripolilaunch by members holding an approved Level Two Certificationwith the Tripoli Rocketry Association. Thrust curves and morecomplete data will appear in the new Tripoli TMT Motor Manualscheduled to be mailed to ALL Tripoli members by Christmas 1995.

**** TMT data on Aerotech Hybrids tested Oct 25, 1995 ***

Motor type Wp Total Impulse, Burn time Isp TMT Ns. designaton=================================================================2-jet std. .858 821 5.75 215.1 J1433-jet std. .827 739 4.40 200.9 J1684-jet std .794 800 3.79 226.5 J2113-Jet EFX 1.124 1090 4.18 218.0 J261

note: Propellant weights furnished by Gary Rosenfield. They include the 17-gram pre-heater grain.

Tom BlazaninTMT Chairperson

PROPELLANT HF DENSITY WEIGHT MOLES VOLUME N2O 18.6500 .7220 .7500 .0170 1.0388 PAPER -142.0300 .8000 .2500 .0025 .3125

GRAM ATOMS/100 GRAMS H 1.5419 O 2.4750 N 3.4081 C .9251

ENTHALPY = -3.72652 DENSITY = .740 CSTAR = 4961.69

CHAMBER THR(SHIFT) EXH(SHIFT) PRESSURE (PSIA) 1000.000 575.339 14.700 EPSILON .000 1.000 9.151 ISP .000 101.611 249.526 ISP (VACUUM) .000 190.338 270.272 TEMPERATURE(K) 3158.056 2976.670 1760.918 MOLECULAR WEIGHT 28.258 28.545 29.410 MOLES GAS/100G 3.539 3.503 3.400 CF .000 .659 1.618 PEAE/M (SECONDS) .000 88.728 20.746 GAMMA 1.226 1.224 1.231 HEAT CAP (CAL) 38.174 38.040 35.991 ENTROPY (CAL) 221.136 221.136 221.136 ENTHALPY (KCAL) -3.726 -15.587 -75.253 DENSITY (G/CC) 7.42011E-03 4.57521E-03 2.03591E-04 ITERATIONS 11 3 8

GRAMS/100 GRAMS

H .01224 .00868 .00008 H2 .09286 .07892 .05882 HO 1.10298 .82467 .00200 HO2 .00597 .00326 .00000 H2O 11.62439 11.92201 12.60405 H2O2 .00052 .00028 .00000 O .16207 .10307 .00000 O2 1.96151 1.51824 .00009 HN .00003 .00001 .00000 HNO .00064 .00032 .00000 HNO2 .00020 .00010 .00000 HNO2 .00018 .00009 .00000 H2N .00002 .00001 .00000 H3N .00003 .00001 .00000 N .00015 .00006 .00000 NO 1.38664 .99237 .00062 NO2 .00238 .00130 .00000 N2 47.04229 47.23384 47.71311 N2O .00068 .00037 .00000 HCOOH .00008 .00004 .00000 CHN .00001 .00000 .00000 CHNO .00002 .00001 .00000 CHO .00014 .00006 .00000 CO 8.46988 7.22012 3.15451 CO2 26.29080 28.28119 34.75594

Like the original solid propellant RMS™, each RMS/Hybrid™ precisionmachined anodized aluminum rocket motor can be flown again andagain with easy to use RMS/Hybrid™ reload kits.

After purchasing one RMS/Hybrid™ motor, the owner can choose froma variety of thrust levels produced simply by configuring the forwardclosure injector plate with either 2, 3 or 4 injection ports or "jets". Ownerswill also find the reload kits inexpensive and easily installed in a fewminutes. The nitrous oxide required for use in the RMS/Hybrid™ iswidely available at auto performance shops at low cost. And the flightcylinders used for storage of N

2O are easily refilled by the user or an

RMS/Hybrid™ dealer prior to flight. Best of all, no special groundsupport equipment is required to launch rockets powered by RMS/Hybrid™ motors!

RMS/Hybrid™ motors reflect the same reliability, quality and profes-sional design that have become the trademark of AeroTech's solidpropellant RMS™ products. By making most of the expensive parts ofthe motor reuseable, the cost per flight is greatly reduced. In addition,RMS™ motors produce far less non-biodegradable waste than single-use motors. The basic design of the RMS™ motors also permitsperformance characteristics simply not feasible with single-use motors.

Because RMS/Hybrid™ motors are of modular design, each reliableand durable motor can use a several combinations of forward closureinjector plate configurations and RMS/Hybrid™ reload kits, includingthe spectacular EFX™ and Turbo™ reloads! RMS/Hybrid™ meansunprecedented versatility, user interaction, savings and enjoyment!

When you add it all together, the RMS/Hybrid™ is an unbeatable valuecombining price, quality, innovation, interaction, performance andsupport. Call AeroTech and discover why rocket enthusiasts nation-wide and abroad are making the move to RMS/Hybrid™. Then makeyour move into the future too!

RMS/HYBRIDHYBRID


®

TM

HIGH-POWER HIGH-POWER ReloadableMotor System ProductsTM *

1998 Edition

Catalog # H98-1

Welcome to the future! The AeroTech RMS/Hybrid™ ReloadableMotor System™ is the world's first commercially available reloadablehybrid propellant rocket motor and has successfully completed theTripoli Rocketry Association's beta-testing and motor certification pro-grams. The RMS/Hybrid™ is a reliable, versatile and cost-effectivemeans of powering your high-power rocket vehicles that will grow withyou as you expand your rocketry horizons. Each RMS/Hybrid™ motoris capable of delivering a wide range of programmable time-thrustprofiles, and is easily converted to conventional solid propellant opera-tion with AeroTech's standard RMS™ High Power™ reload kits!

A hybrid propellant rocket motor employs separated propellant ingre-dients in two different physical states (generally the fuel is a solid whilethe oxidizer is a liquid). In AeroTech's RMS/Hybrid™ motor design,pressurized liquefied nitrous oxide (N

2O) is employed as the oxidizer

while cellulose ((C6H

10O

5)n) is utilized as the solid fuel (patent pending).

Advantages of hybrid propellant technology for the high-power rocketenthusiast include markedly lower cost per flight than solid propellants,less restrictive shipping regulations and elimination of the need tocomply with various aspects of the federal explosive laws that currenlyplague the purchasing and storage of large solid propellant rocketmotors.

The RMS/Hybrid™ motors use a high pressure aluminum alloy cylinderto store the liquefied nitrous oxide oxidizer prior to flight. The cylinder/valve assembly is mated to a standard RMS™ 54mm motor casing andaft closure via a specially designed forward closure/N

2O injector plate

assembly. The forward closure design includes a provision for acombustible Pyrovalve™ (patented) which restrains the flow of N

2O

until the moment of ignition.

RMS/HYBRIDHYBRID 54/1280Maximum Total

Impulse in N-sec

™

Motor Diameterin Millimeters

Electronic Balance &Calibration Weight

CombustionChamber

Fill Hose & Cylinder Adapter

Bottle Adapter

Nitrous OxideFlight CylinderKrytox™ Grease

Pyrovalve™Tools

Reload Kit

*Patented and Patent Pending

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®

0

2 0

4 0

6 0

8 0

1 0 0

1 2 0

1 4 0

1 6 0

0 .00 0 .50 1 .00 1 .50 2 .00 2 .50 3 .00 3 .50 4 .00

0

2 0

4 0

6 0

8 0

1 0 0

1 2 0

1 4 0

0 .00 1 .00 2 .00 3 .00 4 .00 5 .00

0

2 0

4 0

6 0

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1 0 0

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1 4 0

1 6 0

0 .00 1 .00 2 .00 3 .00 4 .00 5 .00 6 .00

J260HW EFX™

J390HW TURBO™

J145H/J170H/J210H

Time in Seconds

Time in Seconds

Time in Seconds

Thr

ust i

n P

ound

sT

hrus

t in

Pou

nds

Thr

ust i

n P

ound

s

J145H (2-Jet)

J170H (3-Jet)

J210H (4-Jet)

RMS/HYBRIDHYBRIDTM

TM

Reloadable Motor Systems

RMS/HYBRID 54/1280 MOTORTYPICAL TIME-THRUST CURVES

An AeroTech Exclusive! Pro-duces Dense White Smoke andBright White Flame During MotorBurn! Over 300 N-sec GreaterTotal Impulse!

An AeroTech Exclusive! ProducesDense White Smoke and Bright WhiteFlame During Motor Burn! Over 400 N-sec Greater Total Impulse!

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RMS/HYBRID™ 54/1280 STANDARD RELOAD KIT DATA

RMS/HYBRID™ 54/1280 3-JET EFX™ RELOAD KIT DATA

RMS/HYBRID™ 54/1280 3-JET TURBO™ RELOAD KIT DATA

NOTICE: RMS/HYBRID™ MOTORS DO NOT INCLUDE A DELAY OR EJECTION CHARGE. RMS/HYBRID™ MOTORSMUST BE USED IN CONJUNCTION WITH A TIMER, ALTIMETER OR RADIO ACTUATED RECOVERY SYSTEM.

Notes: Total impulse shown is optimum at maximum permissible nitrous oxide weight. Motor total impulse (thrust duration) may be tailored proportionally byloading less nitrous oxide into the flight cylinder and/or using smaller N2O cylinders. Fuel grain weight includes N2O preheater and excess used as insulation.

Notes: Total impulse shown is optimum. EFX™ motors MUST be used with fully loaded 440cc flight cylinders ONLY. Fuel grain weight includes N2O preheater and excess used as insulation.

Notes: Total impulse shown is optimum. Turbo™ motors MUST be used with fully loaded 440cc flight cylinders ONLY. Fuel grain weight includes N2O preheater and excess used as insulation.

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Cutaway of RMS/Hybrid™ 54/1280 Motor Loaded With J390HW Turbo™ Reload Kit



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Cutaway of RMS/Hybrid™ 54/1280 Motor Loaded With J260HW EFX™ Reload Kit



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Cutaway of RMS/Hybrid™ 54/1280 Motor Loaded With J145H Standard Reload Kit

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RMS/HYBRID™ 54/1280 STANDARD CONFIGURATION HARDWARE DATA

RMS/HYBRID™ 54/1280 3-JET EFX™ & TURBO™ CONFIGURATION HARDWARE DATA

QUESTIONS AND ANSWERS ABOUT RMS/HYBRID™

RMS/HYBRID™ MOTOR HARDWARE DATA

Q: How is the RMS/Hybrid™ motor ignited?A: Any commonly available high power rocket motor ignition device can be usedwith the RMS/Hybrid™ motor. The igniter performs the dual function of initiatingnitrous oxide flow via the Pyrovalve™ and igniting the motor itself.

Q: How are the nitrous oxide flight cylinders filled?A: The cylinders are filled from a supply bottle in conjunction with a gram scalethat helps insure that the modeler loads the proper amount of liquid nitrous intothe flight cylinder.

Q: Where can I obtain nitrous oxide?A: Nitrous oxide is readily available from many auto performance stores.AeroTech recommends that the user purchase a 10-15 lb. supply bottle so theyhave the option of filling their flight cylinders at home or at the launch site.

Q: What is the cost of nitrous oxide?A: Nitrous oxide prices are likely to vary widely. AeroTech has encounteredpricing from as little as $1.50 to as much as $4.00 per pound. It will be worth yourwhile to shop for the best price.

Q: What, if any, personal protective equipment is required when I am fillingnitrous oxide flight cylinders?A: AeroTech recommends the use of leather gloves and approved eyeprotection when filling your flight cylinders with compressed nitrous oxide.

Q: What are the temperature limitations of the RMS/Hybrid™ system?

A: AeroTech recommends that the cylinders be kept at 75 deg. F. +/- 20 deg.F. for best performance. A thermal insulated cooler can be used for storingloaded flight cylinders prior to use during extreme weather conditions.

Q: Can I use any of my existing 54mm RMS™ hardware?A: Yes. The RMS™-54/1280 case and the 54mm aft closure can be used withthe RMS/Hybrid™ 54/1280 system.

Q: How durable are the nitrous oxide flight cylinders?A: The operating pressure in the cylinders is typically 700-1000 psi. Thecylinders are designed to withstand over 6000 psi before failing. Given theincorporation of a 3000 psi "burst" diaphragm into the RMS/Hybrid™ design,it would be virtually impossible to ever expect to rupture a nitrous oxide flightcylinder.

Q: Is it possible for me to use my current launch pad and ignition system to flyan RMS/Hybrid™ powered rocket, and avoid the expense and hassle of buyingand incorporating additional launch equipment?A: Yes! Once installed in the rocket, RMS/Hybrid™ motors are ignited andlaunched in the same manner as conventional solid propellant motors. Nocurrent hybrid motor utilizes an integral delay and parachute ejection system.The modeler must compensate for this by incorporating some form of timer,altimeter or R/C based ejection system for safe recovery.

Q: What is the total cost per flight of the RMS/Hybrid™, including nitrous oxide?A: The cost ranges from about $31 for a J145H flight to about $51 for a J390HW flight.

FORWARD FUEL GRAINLINERAFT FUEL GRAINRMS/HYBRID™NOZZLE

RMS-54 CASINGRMS-54 AFT CLOSURE FORWARD INSULATOR FORWARD O-RING NITROUS OXIDEPIN VALVE ASSEMBLY

RMS/HYBRIDHYBRID TM ReloadableMotorSystems TM 54/1280 MOTORS

NOTE: Motor lengths are measured from end of aft closure to forward end of nitrous oxide cylinder.

NOTE: Motor lengths are measured from end of aft closure to forward end of nitrous oxide cylinder.

RMS/HYBRID™ FORWARDCLOSURE ASSEMBLY

NITROUS OXIDEFLIGHT CYLINDER

Cross-Section View of RMS/Hybrid™ 54/1280 Motor With Standard Paper Fuel Reload Kit and 440cc Nitrous Oxide Flight Cylinder Installed

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RMS/HYBRIDHYBRIDTM

Parts, Components & Accessories Needed To Use The RMS/Hybrid™ System

The following items are necessary to use the RMS/Hybrid™ 54/1280 motor:Motor Flight Hardware (Available from AeroTech, see RMS/Hybrid™ price list):

Qty -1: RMS/Hybrid™ 54/1280 motor (includes 54mm aft closure, 54/1280 casing, RMS/Hybrid™ forward closure with injectorplate assembly and jet plugs and 440cc nitrous oxide (N2O) flight cylinder with pin valve assembly (If you currently have no54mm RMS™ hardware), AeroTech part no. 549M1

-OR-

Qty -1: RMS/Hybrid™ 54/1280 "upgrade" package consisting of an RMS/Hybrid™ forward closure with injector plate assemblyand jet plugs and 440cc nitrous oxide (N2O) flight cylinder with pin valve assembly (if you already own a 54/1280 casing and54mm aft closure), AeroTech part no. 549U1

Reload Kits (Available from AeroTech, see RMS/Hybrid™ price list):

Qty -1 or more: J145H, J170H or J210H RMS/Hybrid™ standard reload kits, AeroTech part nos. 54HR2, 54HR3, 54HR4 ;J260HW 3-jet RMS/Hybrid™ EFX™ reload kit, AeroTech part no. 54ER1, or J390HW 3-jet RMS/Hybrid™ Turbo™ reloadkit, AeroTech part no. 54ER2

Motor Accessories (Available from AeroTech, see RMS/Hybrid™ price list):

Qty -1: 5000g electronic balance with 500g calibration weight, AeroTech part no. 2KEB2Qty -1: RMS/Hybrid™ nitrous oxide flight cylinder filling adapter & transfer hose, AeroTech part no. 24HFAQty -1: Krytox™ N2O-safe grease, AeroTech part no. 2HKG1

Nitrous Oxide Supply Hardware

(Available from Nitrous Oxide Systems (NOS), 5930 Lakeshore Drive, Cypress, CA 90630 (714) 821-0580 (Ph), (714) 821-8319 (Fax), or their dealers):

Qty -1: Nitrous oxide supply bottle (15 lb size recommended), NOS part no. 14750Qty -1: "4AN" bottle outlet adapter fitting ("nut") with washer, NOS part no. 16220Qty -1: Supply bottle N2O pressure gauge (optional), NOS part no. 15910

-OR- (Available from Cramer-Decker Industries, 3 Chrysler, Irvine, CA 92718 (714) 581-1300 (Ph), (800) 347-9766 (Toll-Free), (714) 830-5358 (Fax), (714) 454-6680 (Fax):

Qty -1: 20 lb nitrous oxide supply bottle with carry handle and CGA-326 outlet, Cramer-Decker part no. C20H-326Qty -1: 20.5" siphon tube for 20 lb supply bottle, Cramer-Decker part no. ST-1-24NOTE: Use of the Cramer-Decker supply bottle requires a CGA-326/4AN bottle outlet adapter fitting, NOS part no. 16100 ,available from Nitrous Oxide Systems (NOS), 5930 Lakeshore Drive, Cypress, CA 90630 (714) 821-0580 (Ph), (714) 821-8319 (Fax), or their dealers)

Tools and Supplies (Qty as required; available from hardware stores and other various sources):

9/16" open-end and/or adjustable wrenchPetroleum jelly or similar petroleum-based greaseMasking tapeHobby knifeWet wipes or damp paper towels"Chore Boy™"-type steel wool pad

Personal Protective Equipment (Available from hardware stores and other various sources):

Qty -1: Leather glovesQty -1: Approved eye protection (such as safety glasses)

1998 Edition


A Chronology of Significant Hybrid Rocket Motor EventsUpdated 2/12/99

1929: Herman Oberth (Germany) designs a liquid oxygen (LOX)/carbon rod hybrid motor for a motion picture publicity stunt.The motor was never constructed or flown.

1933 to 1934: First hybrid rocket flight is powered by a motor developed by S.P. Korolev and M.K. Trikhonravov in the SovietUnion using LOX/colloidal benzene. Rocket flew to 1500 meters in 1934.

1937: First nitrous oxide (N2O) hybrid rocket motor is successfully tested by L. Andrussow, O. Lutz and W. Noeggerath of theGerman firm I.G. Farben. Motor produced a thrust of up to 10,000 newtons with a duration of up to 120 seconds, using coal forfuel.

Late 1930’s to Early 1950’s: Several hybrid motors are built, tested and flown by various members of the California RocketSociety and the Pacific Rocket Society. Most use LOX with various solid fuels such as wood, wax and rubber. In June 1951 a LOX/rubber hybrid flew to an estimated 30,000 foot altitude.

Late 1940’s to present: Numerous participants in the U.S. military/aerospace propulsion industry are involved in sporadic effortsto develop and refine hybrid rocket motor technology.

Mid-1950’s: G. Moore and K. Berman at General Electric design and test a successful hybrid motor using 90% hydrogen peroxide(H2O2) and polyethylene. Smooth combustion and high efficiency were achieved.

1964 to 1967: ONERA, SNECMA and SEP in France develop and fly hybrid powered sounding rockets to altitudes reaching 100km. These rockets use a hypergolic combination of nitric acid oxidizer and amine fuel.

1964: William Avery at the Applied Physics Laboratory investigated a so-called “reverse hybrid” using a liquid fuel (JP) and asolid oxidizer (ammonium nitrate). Low cost was the motivating factor. Unfortunately, the motor suffered from rough combustionand poor performance.

Mid-1960’s to 1970: Chemical Systems Division designed and built a hybrid motor using a mixture of fluorine and oxygenoxidizer (FLOx) and solid lithium fuel. The 107-cm hypergolic motor was tested in 1970 and developed a vacuum specific impulseof 380 sec. while operating at 93% combustion efficiency.

Late 1960’s: First production hybrid rocket motors are used in the U.S. Air Force Sandpiper and HAST target drone vehicles.These vehicles were developed and produced by United Technologies Center (Chemical systems Division) and Beech Aircraft.The Sandpiper used a mixture of NO and N2O4 for oxidizer and polymethyl methacrylate/magnesium for fuel. The HAST utilizeda IRFNA-PB/PMM combination. This was a 33-cm diameter motor throttleable over a 10:1 range. A derivative of this vehicle,the Firebolt, was built by Chemical Systems Division and Teledyne Aircraft, using the same motor configuration as the HAST.This was a successful program that continued until the mid-1980’s. Note however that these were all for government programs.

Late 1960’s: Hybrid activities in the Soviet Union continue but are not well documented.

1969: Volvo-Flygmotor in Sweden develops a hybrid sounding rocket using the hypergolic combination of nitric acid and“Tagaform” (polybutadiene plus an aromatic amine). This rocket carried a 20-kg payload to an altitude of 80 km.

Early 1980’s: Bill Wood recommends the use of N2O as an oxidizer in non-professional rocket motors to high power rocketenthusiasts at several regional sport rocket launches. At the time he also suggests that it could be used in a bi-propellant motorwith liquefied ethane (C2H6), because both chemicals are self-pressurizing “blowdown” liquids.

1982 to 1994: Korey Kline experiments with GOX and N2O/HTPB hybrid motors.

Mid-1980’s to 1995: The American Rocket Company (AMROC) becomes the chief proponent and developer of large commercial

hybrid motors. A 10,000 pound thrust N2O motor is tested in 1989. Other larger motors of up to 225,000 pounds thrust (such asthe H-250F) are built and use LOX/HTPB. AMROC declares bankruptcy in 1995 but is subsequently purchased by anotheraerospace company.

Early 1990’s: Mark Grubelich, Larry Reese and John Rowland develop and static test an N2O/HTPB motor. The motor uses atungsten nozzle and reportedly delivers an Isp in the 180’s.

Early 1990’s: A resurgence in interest in hybrids results in numerous firings by members of the Reaction Research Society ofN2O and H2O2-oxidized hybrid motors.

March, 1992: Under the direction of Gilbert Moore, the Utah section of the AIAA creates a consortium of four northern Utahuniversities to provide students with education and experience in hybrid rocket propulsion. Unity IV, their first hybrid project,uses GOX and HTPB. The rocket crashes shortly after liftoff due to a leak caused by ignition of combustible grease in a pressuregauge receptacle and the subsequent ejection of the gauge.

January 1994: The U.S. Air Force Academy flies a 6.4-m long hybrid sounding rocket to an altitude of approx. 5 km. The rocketis powered by a motor using LOX/HTPB and developing about 1000 lbs thrust maximum for approx. 17 seconds.

1994: The “Miami Rocket Group” (Kevin Smith, Ted Slack and Andrew Mossberg) tests GOX and N2O/polymer motors.

May 15, 1994: Rick Wills suggests the use of N2O hybrids in high power rocketry to Mark Eastman on the ModelNet forum onCompuServe, to prevent the “splitting” of the hobby into “two camps” due to regulatory barriers and other issues.

May 16, 1994: While participating in the ModelNet discussion, Bill Dauphin suggests that small hybrids could be based onexisting reloadable motor hardware.

May, 1994: As a result of the ensuing speculations on ModelNet, AeroTech begins technical investigation and experiments withhybrid rocket motors for high power rocket applications.

June 30, 1994: Gary Rosenfield of AeroTech sends a proposal to the newly-formed Tripoli Future Directions Committee, chairedby Art Markowitz. In the proposal, Gary requests that the committee “investigate the incorporation of certain aspects of hybridrocket technology into the scope of high-power rocketry activities permitted to be engaged in by the general membership atsanctioned launches.” Gary further suggests that “Implementation of this technology by Tripoli members would also have theadvantage of bypassing the most oppressive portions of the DOT and BATF regulations concerning high-power rocketryactivities” and “a hybrid rocket motor using hydroxyl-terminated polybutadiene (HTPB) based solid fuel and nitrous oxide (N2O)oxidizer would be an ideal compromise of safety, cost, reliability, availability, low toxicity and performance.”

August, 1994: Korey Kline and the Miami Rocket Group form Hypertek, and fly the first N2O hybrid motor.

September, 1994: Hypertek performs public flight demonstrations for the Tripoli Rocketry Association at Florida and Nevadahigh power launches. John Urbanski of Oregon displays a 38mm N2O hybrid motor prototype at the Black Rock Launch.

September 27, 1994: AeroTech successfully static tests first N2O/Blackjack (solid propellant) “gas generator hybrid” rocketmotor. An “NOS” solenoid is used for N2O flow control. This concept is later dubbed “RMS/Turbo™”.

October 1, 1994: AeroTech successfully static tests first N2O/cellulose (paper fuel) hybrid rocket motor.

October, 1994: Keith Batt and Bill Colburn both independently test N2O/acrylic motors.

October 22-23, 1994: AeroTech displays a prototype of the RMS/Hybrid™ motor at the Hell Fire One launch near the BonnevilleSalt Flats, Utah. The motor shown uses an axial flow solenoid to control the flow of N2O.

November 5-6, 1994: AeroTech displays the RMS/Hybrid™ solenoid-valved prototype at the Danville-11 launch near Danville,Illinois.

November, 1994: AeroTech develops and successfully tests a practical “Pyrovalve™” to control the flow of N2O into a hybridrocket motor.

November, 1994: Hybridyne Aerospace static tests a GOX/polymer motor at an east coast launch.

December 1, 1994: AeroTech conducts first flight tests of a reloadable N2O/cellulose motor at the 300 and 600 newton-secondtotal impulse levels using the Pyrovalve™, multiple injector orifices and interchangeable pre-loaded flight cylinders. These flightsutilize the Pratt Hobbies ECS-2 R/C system for parachute deployment and are recovered undamaged.

February 4, 1995: AeroTech and Hypertek perform flight demonstrations of their respective hybrid motor technologies for theTripoli Rocketry Association’s Board of Directors at El Dorado Dry Lake, Nevada. The Hypertek system is later approved fora limited “beta testing” period among selected Tripoli Prefectures. The AeroTech system is still considered “proprietary” due topatent filing delays and will be approved for beta testing once full technical disclosure is made to the Board. All motors performnormally.

February, 1995: Daus Studenberg, a Melbourne, Florida high school student, static tests an N2O/hydrocarbon motor.

April, 1995: Beta tests begin using the Hypertek hybrid motor system.

April 3, 1995: AeroTech receives approval from the Tripoli Board of Directors to begin beta testing the RMS/Hybrid™ motorsystem.

April 22-23, 1995: AeroTech conducts a demonstration flight of the RMS/Hybrid™ motor at the Springfest launch at El DoradoDry Lake, Nevada. Hypertek motors are also flown.

April 29-30, 1995: AeroTech performs flight demonstrations of the RMS/Hybrid™ motor system at a launch in Culpeper,Virginia. Hypertek motors are also flown.

May, 1995: The May issue of High Power Rocketry magazine contains several articles on hybrid motor technology, includingan informative historical and technical discussion of N2O hybrid motors by Al Jackson.

May 20-21, 1995: AeroTech demonstrates RMS/Hybrid™ motors at the Blazanin IV launch near Bend, Oregon. Hypertek motorsare also flown.

June, 1995: AeroTech begins shipping first beta test RMS/Hybrid™ motors.

July 1-2, 1995: First flight of a production RMS/Hybrid™ motor by Ed LaCroix at the Summerfest launch in Flagstaff, Arizona.Rocket is caught in power lines during descent, though later partially recovered. Hypertek motors are also flown.

July 8-9, 1995: Beta tests begin using the AeroTech RMS/Hybrid™ motor system at the Aero-Pac launch in the Black RockDesert, Nevada. First EFX™ “fire & smoke” hybrid reload kit is flown by David Brenegan. Hypertek motors are also flown.

July 23-28, 1995: An oral technical presentation and several flight demonstrations are made by Ed LaCroix of the RMS/Hybrid™motor for the NAR Board of Trustees at NARAM-37 near Geneseo, New York.

August 10, 1995: The Hypertek hybrid motor system is voted out of beta testing by the Tripoli Board and is approved for “Level2” Tripoli member sale and use once motor testing and certification takes place.

August 10-14, 1995: Numerous AeroTech RMS/Hybrid™ beta test flights, including EFX™ flights, take place at LDRS-14 andBALLS-5 at the Black Rock Desert , Nevada. Bill Colburn attempts to fly an ‘M’ class hybrid motor. The motor fails soon afterliftoff. John Urbanski attempts to fly a ‘K’ class N2O/cellulose hybrid, but the flight tank forward bulkhead fails on the launchpad during a fill cycle test. Some Hypertek motors are also flown.

September 1, 1995: AeroTech makes a written request to the Tripoli Board of Directors to allow the RMS/Hybrid™ motor systemto proceed out of beta testing and be approved for “Level 2” Tripoli member sale and use once motor certification testing andapproval takes place.

September 9-10, 1995: AeroTech RMS/Hybrid™ EFX™ reloads are flown by Walt Rosenberg and Pius Morozumi at theMudroc-1 launch in the Black Rock Desert, Nevada. AeroTech makes the first flight of a prototype double-cylinder ‘K’ hybridmotor to an estimated 10,000'+ altitude. Bill Colburn successfully flies an ‘L’ class N2O/asphalt/polyethylene hybrid vehicle.

Dave Oback flies an ‘I’ class hybrid.

September 17, 1995: The AeroTech RMS/Hybrid™ motor system is voted out of beta testing by the Tripoli Board and is approvedfor “Level 2” Tripoli member sale and use once motor testing and certification takes place.

September 23-24, 1995: John Urbanski successfully static tests an N2O/cellulose ‘K’ class hybrid at the Tindell IV launch nearBend, Oregon. James McMurray flies a ‘K’ class AeroTech/custom hybrid motor using a 3.2" 20 oz. N2O flight cylinder. The4" diameter, 11 lb. rocket reaches nearly 5,000 ft. altitude. Other AeroTech RMS/Hybrid™ and Hypertek motors are also flown.

October 24-25, 1995: AeroTech RMS/Hybrid™ motors are tested for Tripoli certification in Colorado Springs, Colorado. RonDenton of the Tripoli Motor Testing (TMT) Committee is in attendance. 14 motors are tested, including EFX™ reloads. All motorsperform flawlessly.

October 27-29, 1995: AeroTech and Public Missiles Ltd. (PML) conduct joint demonstrations of various configurations of theRMS/Hybrid™ system at the “Danville Dare” launch near Danville, Illinois, including a 3.2" diameter flight cylinder ‘K’ class,standard ‘J’ and EFX™ ‘J’ flights. All motors perform nominally and all rockets are recovered undamaged.

November 5-8, 1995: AeroTech makes limited presentations of hybrid motor technology to the NFPA Sport Rocket Task Forceand other NFPA Pyrotechnic Committee members for the first time at the fall NFPA meeting in Orlando, FL.

November 17, 1995: The AeroTech RMS/Hybrid™ becomes the first hybrid rocket motor to be awarded Tripoli certification.All three jet configurations are certified, including the EFX™ reloads, in the “J” power class.

December 8, 1995: First RMS/Hybrid™ dealer orders are shipped to Al’s Hobby and Countdown Hobbies.

December 10, 1995: First staged hybrid rocket flight is made by Sue McMurray, Chet Geyer, Don Milholland, Ron Dammannand the Blatzheim brothers at the Black Rock Desert, Nevada. The rocket, named “Long Shot”, was 2.6 inches in diameter, 7 lbs.empty, 14.75 lbs. fully loaded, and 10 ft. 8 in. long. Booster power was an AeroTech RMS/Hybrid™ motor, 4-jet injector, usinga 440cc N2O flight cylinder. Sustainer power was an AeroTech RMS/Hybrid™ motor, 2-jet injector, using a 300cc N2O flightcylinder. Maximum altitude achieved was 5,985 ft. per Adept altimeter. Both stages were fully recovered.

February 17, 1996: AeroTech conducts first demonstration of RMS/Turbo™ (nitrous-injected solid propellant) technologyduring a Tripoli Vegas launch at El Dorado Dry Lake, Nevada. The test rocket, a 4-inch diameter PML Aurora built by local rocketenthusiast Steve Ainsworth, leaped into the air under the power of the nitrous-boosted solid propellant motor. The motor weighed4.2 pounds fully loaded, and was 27.9 inches in length. The 54mm RMS/Turbo™ motor produced approximately 1,850 newton-seconds of total impulse and lofted the hybrid-ready Aurora to an estimated altitude of 7,000 feet.

February 24-25, 1996: Hypertek motors are tested for certification by members of the Tripoli Motor Testing Committee.

March 5, 1996: Tripoli Certification is awarded to 13 combinations of Hypertek grains, injector orifices and flight cylinders. Themotor configurations certified range from a 683 N-sec J100 to a 3758 N-sec L405.

March 8-10, 1996: AeroTech performs public demonstrations of RMS/Turbo™ and RMS/Hybrid™ motors at the Springfest ’96launch at El Dorado Dry Lake, Nevada. A PML “Eclipse” is launched with a 54mm RMS/Turbo™ motor producing about 1,800N-sec total impulse. Next, a 35 pound upscaled “Alpha” built by Robin Meredith is flown with a 98mm RMS/Turbo™ motordeveloping approximately 6,500 N-sec total impulse. After a spectacular liftoff, the 8-foot tall, 7.5-inch diameter rocket reachesa peak altitude of 8,407 feet as reported by an Adept altimeter. Two White Lightning™ propellant grains weighing 3 pounds eachare used in the motor, along with 1.75 pounds of 4-jet nitrous oxide injection. Finally, a rocket built by Konrad Hambrick is flownwith a hybrid motor combination consisting of a Hypertek molded fuel grain mated to an AeroTech RMS/Hybrid™ forwardclosure and flight cylinder via a special adapter fitting.

May 18, 1996: Several firsts take place at the Delamar Experimental Launch at Delamar Dry Lake, Nevada. AeroPac memberChet Geyer establishes a new ‘J’ class Hybrid altitude record using a modified Vaughn Bros. Rocketry “VB Extreme 54”, fittedwith an AeroTech RMS/Hybrid 54/1280 motor loaded with a J260HW “EFX™” reload. Liftoff weight of the rocket wasapproximately 5.5 lbs., and the altitude achieved was 9,863 feet as recorded by an Adept altimeter. Sue McMurray flies the firstsuccessful 2-stage rocket powered by both Hypertek and AeroTech hybrid motors. Sue uses a Hypertek standard ‘J’ motor fittedwith the .125" orifice in the first stage, and an AeroTech RMS/Hybrid 54/1280 motor loaded with a J210H 4-jet reload in the second

stage. Total impulse of the combination was about 1500 N-sec. Recovery system deployment was by Adept altimeter, whichrecorded a peak altitude of 6,349 feet. AeroTech also conducts its first demonstration of a 1200+ N-sec. ‘J390HW’ RMS/Turbo™Easy Access™ hybrid reload in Steve Ainsworth’s 5.5" diameter, 15 pound rocket.

June 8-9, 1996: AeroTech and Rocketman Enterprises fly the first ‘N’ class RMS/Turbo™ hybrid rocket motor in a 11.5"diameter, 100 lb Rocketman “Big Kahuna” rocket at the Heart of Texas (HOT) launch near Waco, Texas. The first AeroTechhybrid cluster is flown in a 7.5" diameter, 57 lb rocket dubbed the “High 5” by its five builders, using five RMS/Hybrid™ motorsloaded with J390HW RMS/Turbo™ reload kits. Two additional demonstrations of single J390HW Turbo motors are alsoconducted.

June 22,1996: First test flight of a RMS/Turbo™ 38mm motor is conducted during a Tripoli Vegas launch at El Dorado Dry Lake,Nevada. The approx. 900 N-sec motor is flown in a 4" diameter rocket to an estimated altitude of 4,000 feet. The motor uses anRMS™-38/360 case with three White Lightning™ grains mated to a standard 299g N2O cylinder.

November 23, 1996: First staged RMS/Turbo™ “gas generator hybrid” rocket flight is made by Sue McMurray and Chet Geyerat the Black Rock Desert, Nevada. The rocket, named “Thunderchild”, was 2.3 inches in diameter and 9 ft. 6 in. long. Both boosterand sustainer were powered by AeroTech RMS/Turbo™ ‘K440HW’ Restricted Access™ motors using 3-jet injectors and 440ccN2O flight cylinders. Maximum altitude achieved was 23,214 ft. per Adept recording altimeter. Both stages were fully recoveredwith the aid of a Walston Retrieval locator system.

January 8, 1997: Hypertek launches a 6" diameter hybrid rocket to 119,799 feet (22.68 miles) at NASA Goddard Wallops FlightFacility in Virginia. The 222" long, 205 pound rocket reached a peak velocity of 2659 ft/sec at 15.4 seconds into the motor’s 20.8second burn. The rocket carried 103 pounds of propellant which delivered a sea level Isp of 205 seconds. The vehicle’s massfraction was .51.

February 1997: The 98mm AeroTech M845HW RMS/Turbo™ motor is certified by the Tripoli Motor Testing Committee.

August 1997: The 54mm AeroTech J390HW RMS/Turbo™ motor is certified by the Tripoli Motor Testing Committee.

January 13, 1999: AeroTech announces initiation of 98mmRMS/Hybrid™ beta-test program.

February 10, 1999: Propulsion Polymers announces availability of I140 hybrid motor product on the Rocketry Online website.

February 12, 1999: AeroTech ships first 98mm RMS/Hybrid™ motors to beta-test program participants.

References:

Jackson, A., 1995, The Nitrous Oxide Hybrid Rocket Motor, High Power Rocketry magazine, May issue, pp. 20-29.

Hypertek Hybrid HiPower™ Propulsion System Operations Manual “Chronology of Important Hybrid Events”.

Humble, R., Henry, G. and Larson, W., 1995, Space Propulsion Analysis and Design, McGraw-Hill, Inc., Chapter 7.

Hybrid HiPower™ is a trademark of Hypertek and Environmental Aerosciences, Inc.

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