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By Charles Pettit

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Additional resources for An impartial review of the rise and progress of the controversy between the parties known by the names of the Federalists, & Republicans. : Containing an investigation of the radical cause of division ; and of some of the subordinate or auxiliary causes w

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Engine number 1 Pc decayed to 84 psia. The other two attitude control engine Pc's w e r e within the nominal value tolerance, although from 2 to 3 psia low. The altitude cell remained evacuated f o r several minutes following the altitude run, thus resulting in the evaporation of residual propellants remaining 34 35 FIGURE 15. CLEANED ENGINE INJECTOR OXIDIZER FLANGE INLET FIGURE 16. CORROSIVE ATTACK ON INJECTOR OXIDIZER PASSAGE OUTLET 37 38 in the engines at shutdown. Additional firing cycles at altitude resulted in engine IP c returning to a nominal value of 100 psia.

The solution to the problem is to not expose the engine injector to N204 and wateq and to not hold at sea level condition f o r sustained periods of time (days) . The method to accomplish this is the deletion of the burp firing requirement before launch. This is being implemented and should eliminate 41 further problems of this nature. Enough confidence h a s been gained in the checkout, loading, and launch procedures so that the deletion of the burp firing does not cause any significant decrease in confidence that the system is ready f o r flight.

The primary results derived from the single engine and APS module hot firing tests and the injector flow tests discussed under TRW Single Engine Sea Level Testing, TRW Injector Flow Tests, and APS Module "Hold" Testing are summarized below. When an engine was fired at ambient p r e s s u r e , and then allowed to stand with residual propellants, a marked Pc decay occurred in subsequent firings. The P c decay was a direct consequence'of decreased oxidizer flow; the fuel flow remained nominal. The oxidizer flow decay w a s caused by material buildup at the entrance of the oxidizer injector feed tubes.

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