Section 5, Lecture 1:

Review of Idealized Nozzle Theory

Summary of Fundamental Properties and

Relationships
Sutton and Biblarz, Chapter 3

MAE 5540 - Propulsion Systems

 Fundamental Properties of Supersonic
and Supersonic Flow

MAE 5540 - Propulsion Systems 2

 … Hence the shape of the rocket Nozzle

MAE 5540 - Propulsion Systems 3

 What is a NOZZLE
• FUNCTION of rocket nozzle is to convert thermal energy
in propellants into kinetic energy as efficiently as possible

• Nozzle is substantial part of the total engine mass.

• Many of the historical data suggest that 50% of solid rocket failures
stemmed from nozzle problems.

The design of the nozzle must trade off:

1. Nozzle size (needed to get better performance) against nozzle weight
penalty.

2. Complexity of the shape for shock-free performance vs. cost of

fabrication

MAE 5540 - Propulsion Systems 4

 Temperature/Entropy
Diagram for a Typical Nozzle

Isentropic
Nozzle

MAE 5540 - Propulsion Systems 5

 Stagnation Temperature, Pressure for
Adiabatic, Isentropic Flow of a Calorically Perfect Gas
• Stagnation temperature is a measure of the • In Isentropic Nozzle, T0, P0 are constant
Kinetic Energy of the flow Field.

• Stagnation (total) pressure:

Constant throughout Isentropic
flow field

MAE 5540 - Propulsion Systems 6

 Nozzle Mass Flow per Unit Area
• maximum
Massflow/area
Occurs when
When M=1

MAE 5540 - Propulsion Systems 7

 Choking Massflow Equation
• maximum
Massflow/area
Occurs when
When M=1

• Effect known
as Choking in a
Duct or Nozzle

• i.e. nozzle will

Have a mach 1
throat

MAE 5540 - Propulsion Systems

 Isentropic Nozzle Flow: Area Mach Relationship

• Consider a “choked-flow”
Nozzle … (I.e. M=1 at Throat)

• Then comparing the massflow

/unit area at throat to some
Downstream station

MAE 5540 - Propulsion Systems 9

 Isentropic Nozzle Flow: Area Mach Relationship
• A/A* Directly related to Mach number

• “Two-Branch solution: Subsonic, Supersonic

• Nonlinear Equation requires

Numerical Solution

• “Newton’s Method”

MAE 5540 - Propulsion Systems

 Engine Thrust Model (revisited)
• Steady, Inviscid, One-Dimensional Flow Through Ramjet

MAE 5540 - Propulsion Systems

 Rocket Thrust Equation, revisited

• Thrust + Oxidizer enters combustion

Chamber at ~0 velocity, combustion
Adds energy … High Chamber pressure
Accelerates flow through Nozzle
Resultant pressure forces produce thrust

MAE 5540 - Propulsion Systems

 Thrust Coefficient
For an isentropic nozzle

CF ≡

⎧⎡ γ −1 1/2
⎤ ⎫
⎪⎢ ⎛ pexit ⎞ γ
⎥ + ⎪
⎪ ⎢1− ⎜⎝ P0 ⎟⎠ ⎥ ⎪
⎪⎣ ⎦ ⎪
γ +1 ⎪ ⎪
γ +1
2 ⎛ 2 ⎞ (γ −1) ⎪ ⎪
CF =γ ⋅⎨ ⎛ pexit ⎞ −γ ⎬
γ − 1 ⎜⎝ γ + 1 ⎟⎠ ⎪γ − 1 ⎜⎝ P ⎟⎠ ⎡ pexit p∞ ⎤ ⎪
⎢ P − P ⎥⎪
0
⎪ (γ −1)
⎪ 2γ ⎡ ⎤ ⎣ 0 0 ⎦⎪
⎪ ⎢⎛ pexit ⎞ −γ
−1⎥ ⎪
• CF is a function of Nozzle pressure ratio ⎪ ⎢⎜⎝ P0 ⎟⎠ ⎥ ⎪
⎩ ⎢⎣ ⎥⎦ ⎭
and5540
MAE back pressure
- Propulsion only
Systems
 Thrust Coefficient Summary
Ideal Thrust Coefficient
γ+1 ⎛ γ−1 ⎞
Fthrust 2 ⎛⎜ 2 ⎞⎟ γ−1 ⎜⎜ ⎛ p ⎞ γ ⎟⎟ A ⎛ p − p ⎞
CF = = γ ⋅ ⋅⎜ ⎟ ⋅⎜⎜1−⎜⎜⎜ exit ⎟⎟⎟ ⎟⎟⎟ + exit* ⋅⎜⎜⎜ exit ∞⎟
⎟⎟
P0 ⋅ A* γ −1 ⎜⎝ γ +1⎟⎟⎠ ⎜⎜ ⎜⎝ P ⎟⎠ ⎟⎟ A ⎜
⎝ P ⎟⎠
⎜⎝ 0 ⎟⎠ 0

Optimal Thrust Coefficient → pexit = p∞

γ+1 ⎛ γ−1 ⎞
⎛ ⎞ ⎜ ⎛ ⎞ ⎟
Fthrust 2 ⎜ 2 ⎟ ⎜⎜ ⎜ pexit ⎟ γ ⎟⎟
γ−1
CF = =γ⋅ ⋅⎜ ⎟ ⋅⎜1−⎜ ⎟⎟ ⎟⎟
P0 ⋅ A* γ −1 ⎜⎝ γ +1⎟⎟⎠ ⎜⎜ ⎜⎜⎝ P0 ⎟⎠ ⎟⎟
⎜⎝ ⎟⎠

Maximum Thrust Coefficient → Expand Nozzle Until Pexit ~ 0

γ+1
2 ⎛⎜ 2 ⎞⎟ γ−1 Maximum Possible Thrust Coefficient for a Given
C F max = γ ⋅ ⋅⎜ ⎟
γ −1 ⎜⎝ γ +1⎟⎟⎠ Combination of Propellants

MAE 5540 - Propulsion Systems

 Characteristic Velocity, C*
Define …. ⎛ ⎞ ⎛ ⎞ Aexit
⎜ ⎟ ⎜ ⎟ V + ( pexit − p∞ )
⎛ PA *⎞
C ⎜ Ce ⎟ Ce
exit •

C * = ⎜ •0 ⎟ = ⎜ • e ⎟ = ⎜ • =
⎟ C = m exit
⎝ m exit ⎠ ⎜ m exit ⎟
⎜ m Thrust ⎟ F
γ +1
⎡ γ −1
⎤
⎜ ⋅C ⎟ exit
⋅ 2 ⎛ 2 ⎞ ( )
γ −1
⎢1− ⎛ p ⎞ γ
⎥ + Aexit ( pexit − p∞ )
⎝ P0 A
e
⎜
⎠ ⎝ P0 A m exit ⎠
•
⎟ γ ⋅ exit
γ − 1 ⎜⎝ γ + 1 ⎟⎠ ⎢ ⎜⎝ P0 ⎟⎠ ⎥ A*
* *
P0
⎣ ⎦
• Let nozzle expand infinitely in Vacuum….
• The characteristic velocity is a
2
Vexit ... pexit ,Texit , p∞ → 0 → Vexit → 2 ⋅ c p ⋅T0
figure of thermo-chemical merit
>> Texit for a particular propellant and
2 ⋅ cp may be considered to be
Indicative of the combustion
performance of propellants.
γ RgT0 γ Ru To
→C = *
γ +1
= γ +1 MW
⎛ 2 ⎞ (γ −1) ⎛ 2 ⎞ (γ −1) • Propellants that burn Hot
γ ⎜ ⎟⎠ γ ⎜ and have a low product Molecular
⎝ γ + 1
MAE 5540 - Propulsion Systems ⎝ γ + 1 ⎟⎠ weight … best C*
 C* of Given Propellants

MAE 5540 - Propulsion Systems

 Maximum I of a Combustion Process
sp

• from Earlier

ThrustThrust P0 A* CF ⋅C *
I sp = • = =
go m go m! P0 A *
go
• Assuming an infinitely expanded nozzle in a vacuum, Maximum Achievable Specific Impulse for
Selected propellants is

γ +1
CF ⋅C *
γ 2 ⎛ 2 ⎞ (γ −1) γ Ru To 1 2 ⋅ γ ⋅ Ru To
I(spI ideal
Max )
= = ⋅ =
go go γ − 1 ⎜⎝ γ + 1 ⎟⎠ γ +1 M W go γ −1 MW
⎛ 2 ⎞ (γ −1)
γ ⎜
⎝ γ + 1 ⎟⎠

MAE 5540 - Propulsion Systems

 Performance Parameter Summary
⎧ γ +1
⎫
⎪ ⎪
⎪⎡ γ −1 1/2
⎛ pexit ⎞ −γ
⎪
γ +1
⎤ ⎜⎝ P ⎟⎠
Thrust 2 ⎛ 2 ⎞ (γ −1) ⎪ ⎢ ⎛ pexit ⎞ γ ⎥ γ −1 ⎡ pexit p∞ ⎤ ⎪
→ CF ≡ = γ ⋅ ⎨ 1− ⎜ + 0
⎢ P − P ⎥⎬
P0 A* γ − 1 ⎜⎝ γ + 1 ⎟⎠ ⎟
⎪ ⎢⎣ ⎝ P0 ⎠ ⎥⎦ 2γ ⎡ (γ −1) ⎤ ⎣ 0 0 ⎦⎪
⎪ ⎢⎛ pexit ⎞ −γ
−1⎥ ⎪
⎪ ⎢⎜⎝ P0 ⎟⎠ ⎥ ⎪
⎩ ⎢⎣ ⎥⎦ ⎭
P0 A* γ RgT0 γ Ru
→C ≡ *

m!
→ C* ( ) ideal
= γ +1
= γ +1
To
MW
⎛ 2 ⎞ (γ −1) ⎛ 2 ⎞ (γ −1)
γ ⎜ γ ⎜
⎝ γ + 1 ⎟⎠ ⎝ γ + 1 ⎟⎠
Thrust P0 A* CF ⋅C *
Thrust
→ I sp = • = =
go m go !
m P0 A *
go

⎡ γ +1 ⎤
2 ⎛ 2 ⎞ γ −1) ⎥ 1
( 2γ Ru
( ) C ⎢
*
To
→ IIspsp Max = γ ⎥= g
ideal go ⎢ γ − 1 ⎜⎝ γ + 1 ⎟⎠ γ −1 MW
⎢⎣ ⎥⎦ o

MAE 5540 - Propulsion Systems

 Example Performance Calculations

MAE 5540 - Propulsion Systems

 Real Rocket Loss Coefficients
1. Combustor /Nozzle efficiency correction coefficient à h*

2. Nozzle divergence correction coefficient à l

3. Chamber pressure correction coefficient à xp

4. Nozzle discharge correction coefficient à xd
• Manufacturers often use empirically determined “fudge factors” to model
engine/rocket motor losses

“adjustments” to de Laval Flow Equations

MAE 5540 - Propulsion Systems
 Combustor Efficiency Correction Coefficient

-- Combustion inefficiency and heat losses through the

chamber wall both tend to produce a lower chamber
pressure than predicted by theory.
⎛ γ+1 ⎞
⎟
⎜⎜ ⎛ ⎞ γ−1 ⎟
⎜⎜ 1 γ ⋅ R ⋅T ⋅⎜⎜ γ +1⎟⎟ ⎟⎟
⎜⎜ γ g 0 ⎜
⎝ 2 ⎟⎟⎠ ⎟⎟
⎟⎟
* C *actual
η = *
(
= *
P0 ⋅ A* m! )
=
⎜⎜⎝ ⎟⎠
actual
→ T0 ≈ (η * ) ⋅T0
2

C theoretical C theoretical ⎛ γ+1 ⎞

⎟
actual theoretical
⎜⎜ γ−1 ⎟
⎜⎜ 1 γ ⋅ R ⋅T ⋅⎛⎜⎜ γ +1⎞⎟⎟ ⎟⎟
⎟
⎜⎜ γ g
⎝ 2 ⎟⎟⎠ ⎟⎟⎟
0 ⎜
⎜⎜⎝ ⎟⎠
theoretical

• Squared Efficiency Proportional to ratio of True-to-Actual Flame

Temperature
MAE 5540 - Propulsion Systems
 Combustor Efficiency Correction Coefficient (cont’d)
⎛ γ+1 ⎞
⎟
⎜⎜ ⎛ ⎞ γ−1 ⎟
⎜⎜ 1 ⎜ γ +1 ⎟ ⎟⎟
⎜⎜ γ γ ⋅ Rg ⋅T0 ⋅⎜⎜⎝ 2 ⎟⎟⎟⎠ ⎟⎟⎟
η* =
C *actual (
= *
P0 ⋅ A* m! )
=
⎜⎜⎝ ⎟⎟
⎠actual
→ T0 ≈ (η * ) ⋅T0
2

C *theoretical C theoretical ⎛ γ+1 ⎞

⎟⎟
actual theoretical
⎜⎜ ⎛ ⎞
⎜⎜ 1 γ ⋅ R ⋅T ⋅⎜⎜ γ +1⎟⎟ ⎟⎟
γ−1
⎟
⎜⎜ γ g
⎝ 2 ⎟⎟⎠ ⎟⎟⎟
0 ⎜
⎜⎜⎝ ⎟⎠
theoretical

… What factors can cause T0 to Drop in Combustor

• Combustion
• Transport

1) Heat Loss thru Combustor walls

2) Friction (Very Small in Combustor)
3) Combustion Process Efficiency / mixture ratio
4) Typical Values … 85-99%
MAE 5540 - Propulsion Systems
 Nozzle Divergence Correction Coefficient

• Quasi-1-D analysis assumes

exit flow leaves parallel
to longitudinal axis of the nozzle

• In reality … this rarely happens

MAE 5540 - Propulsion Systems

 Nozzle Divergence Correction Coefficient (cont’d)

dS

• Look at mass flow across spherical exit surface

MAE 5540 - Propulsion Systems

 Nozzle Divergence Correction Coefficient (cont’d)

• Look at axial momentum flow across spherical exit surface

MAE 5540 - Propulsion Systems

 Nozzle Divergence Correction Coefficient (cont’d)

MAE 5540 - Propulsion Systems

 Nozzle Divergence Correction Coefficient (cont’d)

Actual
Momentum
Thrust
Momentum
Thrust of
idealized
Nozzle

Application of
Correction
Factor

MAE 5540 - Propulsion Systems

 Chamber Pressure Correction Coefficient
--Models effects of transient
startup, stagnation pressure loss
due to non-zero Chamber Mach Number
• Rocket Engines with short burn times typically
have a significant portion of the total impulse
resulting from the pressure start-up or tail-off
phases of the burn, when the chamber pressure is
well below the steady-state operating pressure level.

• Total delivered impulse is less than impulse based

on steady-state calculations.

• Use mean Stagnation pressure through Burn as

correction factor
MAE 5540 - Propulsion Systems
 Chamber Pressure Correction Coefficient(cont’d)

• Define

• Look At

MAE 5540 - Propulsion Systems

 Chamber Pressure Correction Coefficient(cont’d)
• Alternate Formulation

MAE 5540 - Propulsion Systems

 Chamber Pressure Correction Coefficient (cont’d)

• But Ve , are independent of P0 (for isentropic Nozzle)

• Mathematically identically to previous

Formula … but easier to use
• Typical Values … 95-99.5%
MAE 5540 - Propulsion Systems
 Pchamber Correction, SSME Example,
revisited

• Assume

Shuttle has
A very long
Burn time

=1.525

= 0.995
MAE 5540 - Propulsion Systems
 Pchamber Correction,
Chimaera Rocket Example
• Expected Thrust ~ 2300 lbf
• Expected Pchamber ~ 450 psia
• A* ~ 1.25 in

MAE 5540 - Propulsion Systems

 Chimaera Rocket Example (cont’d)
• Chamber Pressure Time History

=0.969
MAE 5540 - Propulsion Systems
 Chimaera Rocket Example (cont’d)
• Thrust Time History (Ax) curve

Total Impulse:
23.26 g-seconds

“Steady State”
Impulse:
22.10 g-seconds

~95%

… so we are
Pretty consistent

MAE 5540 - Propulsion Systems

 Nozzle Discharge Correction
Coefficient
• Once the flow clears the throat and enters the Nozzle
a variety of losses can occur

• The discharge correction factor is

used to express how well the nozzle
design permits the mass flow rate
through the throat to approach the
theoretical rate, and is given by the ratio
of delivered mass flow rate to ideal
mass flow rate:

MAE 5540 - Propulsion Systems

 Nozzle Discharge Correction
Coefficient (cont’d)

• Value of the Discharge Correction Coefficient is typically > 1

1) MW increases due to reactions within nozzle
2) Heat transfer to Nozzle wall Lowers Gas density

• Typical values 1.0 to 1.15

MAE 5540 - Propulsion Systems

 Correction Coefficient Summary
• Basic Definitions

MAE 5540 - Propulsion Systems

 Correction Coefficient Summary
(cont’d)

• Thrust Coefficient

• Specific Impulse

MAE 5540 - Propulsion Systems

 Appendix 5.2 SSME Computational Example

MAE 5540 - Propulsion Systems

 SSME Computational Example
• Space Shuttle Main Engine …

• Unlike other propellants, the optimum mixture ratio for liquid oxygen and
liquid hydrogen is not necessarily that which will produce the maximum
specific impulse. Because of the extremely low density of liquid hydrogen,
the propellant volume decreases significantly at higher mixture ratios.

• Maximum specific impulse typically occurs at a mixture ratio of around 3.5,

however by increasing the mixture ratio to, say, 5.5 the storage volume is
reduced by one-fourth. This results in smaller propellant tanks, lower vehicle
mass, and less drag, which generally offsets the loss in performance that
comes with using the higher mixture ratio. In practice, most liquid oxygen/liquid
hydrogen engines typically operate at mixture ratios from about 5 to 6.

MAE 5540 - Propulsion Systems

 What is the Stoichiometric Mixture
Ratio of LOX/LH2?

MR=6.0 (What the shuttle operates at) --> “Rich Mixture”

MAE 5540 - Propulsion Systems

 Compare Tank Volumes
• Space Shuttle has the following mass fraction characteristics

• Shuttle has 721,000 kg of propellant in main tank on pad

MAE 5540 - Propulsion Systems

 Compare Tank Volumes (cont’d)

⎡ 7.396 1 ⎤
O / F = 7.936 → 721,000 kg ⎢ + ⎥ = 15315m 3
⎢⎣ 1140 kg/m 3 67.78 kg/m 3 ⎥⎦
“best compromise”
⎡ 6.000 1 ⎤
O / F = 6.000 → 721,000 kg ⎢ + ⎥ = 14432m 3
⎢⎣ 1140 kg/m 3 67.78 kg/m 3 ⎥⎦

⎡ 6.000 1 ⎤
O / F = 3.5 → 721,000 kg ⎢ + ⎥ = 12850m 3
⎢⎣ 1140 kg/m 3 67.78 kg/m 3 ⎥⎦

MAE 5540 - Propulsion Systems

 SSME Computational Example
(cont’d)
• Space Shuttle Main Engine …

• LOX/LH2 Propellants, 6.03: 1 Mixture ratio

P0=186.92 atm
=18940 Kpa

MAE 5540 - Propulsion Systems Ref: http://www.braeunig.us/space/

 SSME Computational Example
(cont’d)
• Space Shuttle Main Engine …

T0 ~
3615°K

MAE 5540 - Propulsion Systems

 SSME Computational Example
(cont’d)
• Space Shuttle Main Engine …

Mw ~
13.6 kg/kg-mol

MAE 5540 - Propulsion Systems

 SSME Computational Example
(cont’d)
• Space Shuttle Main Engine …

g~
1.196

MAE 5540 - Propulsion Systems

 Example: SSME Rocket Engine
• The Space Shuttle Main Engines
Burn LOX/LH2 for Propellants with
A ratio of LOX:LH2 =6:1

• The Combustor Pressure, p0

Is 18.94 Mpa, combustor
temperature, T0 is 3615°K,
throat diameter is 26.0 cm

• What propellant mass flow rate

is required for choked flow in the
Nozzle?

• Assume no heat transfer Thru Nozzle

no frictional losses, g=1.196

MAE 5540 - Propulsion Systems

 Example: SSME Rocket Engine (cont’d)
-- By product ~ Burns rich, byproduct
is water vapor + GH2

M W ~ 13.6 kg/kg-mole

-- Rg = 8314.4612 /13.6 = 611.35 J/°K-kg

• Compute Throat Area

=
=0.05309 m2

• Mass flow =

=438.15 kg/sec
= 8252.59 kg/sec-m2

MAE 5540 - Propulsion Systems

 Example: SSME Rocket Engine (continued)
• The nozzle expansion ratio is
77.5 -- what is the exit Mach number

• Non -linear function of mach number

• Solution methods
i) Plot A/A* versus mach
ii) Numerical Solution
= 77.49998 ----> M exit = 4.677084

Newton Solver comes in handy here!

MAE 5540 - Propulsion Systems

 Example: SSME Rocket Engine (cont’d)
M exit = 4.677084

Compute Exit Temperature Compute Exit Velocity

= 4288.61 m/sec

=1149.90 °K

Compute Exit Pressure

=17.45511 kPa

MAE 5540 - Propulsion Systems

 Compute Thrust Coefficients at Sea Level and In Vacuum
• Sea Level

CF = =

⎛⎛ 1.196 + 1 ⎞ ⎛ 1.196 − 1 ⎞ ⎞ 0.5

⎜⎜ 2 ⎛ 2 ⎞ 1.196 − 1 ⎟ ⎜ ⎛ 17.4551 ⎞ 1.196 ⎟⎟ ⎛ 17.4551 − 101.325 ⎞
1.196 ⎜ ⎜ ⎝ ⎠ ⎟ ⎜1 − ⎜ ⎟ ⎟⎟ + 77.5 ⎜ ⎟ =1.52546
⎝ ⎝ 1.196 − 1 1.196 + 1 ⎠ ⎝ ⎝ 18.94 ·103 ⎠ ⎠⎠ ⎝ 18.94 ·103 ⎠

• Vacuum

CF = =

⎛⎛ 1.196 + 1 ⎞ ⎛ 1.196 − 1 ⎞ ⎞ 0.5

⎜⎜ 2 ⎛ 2 ⎞ 1.196 − 1 ⎟ ⎜ ⎛ 17.4551 ⎞ 1.196 ⎟⎟ ⎛ 17.4551 ⎞
1.196 ⎜ ⎜ ⎝ ⎠ ⎟ ⎜1 − ⎜ ⎟ ⎟⎟ + 77.5 ⎜ ⎟ =1.94006
⎝ ⎝ 1.196 − 1 1.196 + 1 ⎠ ⎝ ⎝ 18.94 ·103 ⎠ ⎠⎠ ⎝ 18.94 ·103 ⎠

MAE 5540 - Propulsion Systems

 Compute Thrust Sea Level, Vacuum, and Optimal Altitude?
• Sea Level CF =1.341

Thrust ⎛ 26 ⎞ 2 π
6
Thrust = CF ⋅ = 1.52546 ·18.94 ·10 ⎝ ⎠ = 1.53397 x 106 N
P0 A* 100 4

• Vacuum

Thrust = CF ⋅
Thrust
= ⎛ 26 ⎞ 2 π
6
P0 A*
1.94006 ·18.94 ·10 ⎝ ⎠ = 1.95089 x 106 N
100 4

• @ Optimal Altitude?

⎛⎛ 1.196 + 1 ⎞ ⎛ 1.196 − 1 ⎞ ⎞ 0.5

Thrust ⎜⎜ 2 ⎛ 2 ⎞ 1.196 − 1 ⎟ ⎜ ⎛ 17.4551 ⎞ 1.196 ⎟⎟ ⎛ 26 ⎞ 2 π
Thrust = CF ⋅ *
= 1.196 ⎜ ⎜ ⎝ ⎠ ⎟ ⎜1 − ⎜ ⎟ ⎟⎟
6
18.94 ·10 ⎝ ⎠
P0 A ⎝ ⎝ 1.196 − 1 1.196 + 1 ⎠ ⎝ ⎝ 18.94 ·103 ⎠ ⎠⎠ 100 4

= 1.87907 x 106 N
MAE 5540 - Propulsion Systems
 Example: SSME Rocket Engine (cont’d)
Compute Characteristic Velocity C* in two ways

⎛ 26 ⎞ 2 π
6
* 18.95 ·10 ⎝ ⎠
P0 A 100 4
C =
*
= =2296.27 m/sec
m! 438.15

Close enough!
γ Ru To
C =*
γ +1
= =2296.25 m/sec
MW
⎛ 2 ⎞ (γ −1)
γ ⎜
⎝ γ + 1 ⎟⎠

MAE 5540 - Propulsion Systems

 Example: SSME Rocket Engine
(cont’d)

Compute Max Isp

I sp = =

max

0.5
⎛ 1.196 + 1 ⎞
⎜ 2 ⎛ 2 ⎞ 1.196 − 1 ⎟
2296 ·1.196 ⎜ ⎝ ⎠ ⎟
⎝ 1.196 − 1 1.196 + 1 ⎠
9.8067
= 529.80 sec

MAE 5540 - Propulsion Systems

 Example: SSME Rocket Engine
(cont’d)
Compute Maximum Thrust.. Best we could ever get under perfect conditions

I sp =
max
0.5
⎛ 1.196 + 1 ⎞
⎜ 2 ⎛ 2 ⎞ 1.196 − 1 ⎟
2296 ·1.196 ⎜ ⎝ ⎠ ⎟
⎝ 1.196 − 1 1.196 + 1 ⎠
438.15 ·9.8067
9.8067

= 2.276 mNt

MAE 5540 - Propulsion Systems

 Example: SSME Rocket Engine
(cont’d)
Compute Effective Exhaust Velocity (Vacuum)

= 4452.53 m/sec

MAE 5540 - Propulsion Systems

 Example: SSME Rocket Engine
(cont’d)
Compute Effective Exhaust Velocity (Sea level)

= 3500.98 m/sec

P sea Level =101.325 kPa

MAE 5540 - Propulsion Systems

 Example: SSME Rocket Engine
(cont’d)
Compute True Isp (Seal level) (ignore nozzle Losses)

= 357.024 sec

MAE 5540 - Propulsion Systems

 Example: SSME Rocket Engine
(cont’d)

Summary:
Ideal Calc. Calc. Actual Actual
Vac. S.L. Vac. S.L
________________________________________________________________
Isp 529.69 454.06 357.03 452.5 363
(sec):

Thrust: 2.271 1946.37 1530.42 2.10 1.67

(mNt)

• Obviously Our estimate of throat area is a bit small ….

… but you get the point …

MAE 5540 - Propulsion Systems