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1. Main fuel and fuel chamber bypass valves open at time zero. 2. Main oxidizer valve open t o a 12 degree step position at one second. Main oxidizer valve ramped from 12 degrees to full open in 0.8 second starting at 5 seconds. 4. Chamber bypass valve ramped closed in 0.8 second starting at 5.0 seconds. The results indicate that the engine w i l l start with a tank pressure setting which w i l l resu'lt in the minimum required running NPSP. The atart is very similar t o the low-head inducer start with the exception of the inducer outlet pressure. With the high-head inducer, the outlet pressure is much higher during the buildup from the step MOV position to full operation. From a practical standpoint, this adds assurance that the main pump w i l l not cavitate. When the tank pressure was reduced further, severe cavitation of the inducer resulted as steady state operation was reached. The limiting factor on the minimum required fuel tank pressure has been the cavitation performance of the main pump or low-speed inducer. To determine the possibility of starting the engine if the inducer could operate at zero WSP, starts were run with: zero inducer cavitation head loss; the fuel tank ullage pressure set to the vapor pressure; and the effect of inlet line acceleration head included. The acceleration was assumed proportional t o chamber pressure and the increase in inducer inlet pressure at rated chamber pressure was 2 psi. The zero NPSP start with no change in valve sequencing is shown in Figure 31 Main pump cavitation results about 0.5 seconds prior t o ramping the MOV open. The cavitation occurs when the main pump speed reaches a value which requires an NPSH higher than the i can supply. 3.PDF Image | New and Innovative Product
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