The next meeting of the Experimental Rocket Propulsion Society will be
held this THURSDAY evening at the Bowers Denny's starting at 8:00pm.
Items for meeting # (17 Jun 2004):
k - Admin Teams
- Documentation
- IT
- Liaisons
- Logistics
- PAO
-
The next meeting of the Experimental Rocket Propulsion Society will be
held this THURSDAY evening at the Bowers Denny's starting at 8:00pm.
Items for meeting # (17 Jun 2004):
k - Admin Teams
- Documentation
- IT
- Liaisons
- Logistics
- PAO
-
Oops ... Sorry about the double announcement. I'm tinkering with the
script.
Michael
--
Michael Wallis KF6SPF (408) 396-9037[EMAIL PROTECTED]
And I keep praying that this faith we hold in common keeps
Hans Ulrich Ammann wrote:
But personally I think his main problem at the moment is not the choice of
a appropriate arrangement but the fact that whatever system he is going to uses
the engine, or engines have to work in a consistent and predictable way.
A lot of this discussion seems to be driven
On Sat, 12 Jun 2004, Brandon Fosdick wrote:
A lot of this discussion seems to be driven by the unpredictability of
the engines. Is this a characteristic of the chosen propellants? Would a
different propellant combination be inherantly more (or less) predictable?
It's a characteristic of the
Whilst mulling over the mechanics of rocket tipped rotors I came up with
the following paradox.
Consider a low ISP rocket, say 20 seconds; mounted on an arm pivoting on
a central spindle. The propellent enters the rocket along a tube up the
central spindle, goes through a frictionless coupling
The rocket, at each time step, has a certain momentum already. Additional
fuel burned in the next time step will increase its momentum and so on until
the fuel is depleted.In the absense of any drag, the rocket will keep
accelerating
as long as thrust is being made. If drag is larger than
The thrust is just sufficient to pump the propellant to the exhaust
velocity. So that's not the answer. However the energy imparted to the
fuel is same as in the exhaust (the same v after all) and thus the
temperature of the reaction is pushed higher and the fuel is more
disassociated. The
Brandon Fosdick wrote:
BF Hans Ulrich Ammann wrote:
But personally I think his main problem at the moment is not the choice of
a appropriate arrangement but the fact that whatever system he is going to uses
the engine, or engines have to work in a consistent and predictable way.
BF A lot of
roger gregory roger at halfwaytoanywhere.com writes:
The thrust is just sufficient to pump the propellant to the exhaust
velocity. So that's not the answer. However the energy imparted to the
fuel is same as in the exhaust (the same v after all) and thus the
temperature of the reaction is
On Sat, 2004-06-12 at 18:32, Stump wrote:
roger gregory roger at halfwaytoanywhere.com writes:
The thrust is just sufficient to pump the propellant to the exhaust
velocity. So that's not the answer. However the energy imparted to the
fuel is same as in the exhaust (the same v after
snip
Consider a rocket, say 200 seconds; mounted on an arm pivoting on a
central spindle. The propellant enters the rocket along a tube up the
central spindle, goes through a frictionless coupling and then follows
the tube along to the rocket tip.
The energy imparted to the fuel by the
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