Rocket rotating detonation engine

flight demonstrator
Adam Okninski
Center of Space Technologies, Institute of Aviation, Warsaw, Poland
Jan Kindracki
Institute of Heat Engineering, Warsaw University of Technology, Warsaw, Poland, and
Piotr Wolanski
Institute of Heat Engineering, Warsaw University of Technology and Center of Space Technologies, Institute of Aviation,
Warsaw, Poland

Abstract
Purpose – Today’s modern liquid propellant rocket engines have a very complicated structure. They cannot be arbitrarily downsized, ensuring
efficient propellants’ mixing and combustion. Moreover, the thermodynamic cycle’s efficiency is relatively low. Utilizing detonation instead of
deflagration could lead to a significant reduction of engine chamber dimensions and mass. Nowadays, laboratory research is conducted in the field
of rotating detonation engine (RDE) testing worldwide. The aim of this paper is to cover the design of a flight demonstrator utilizing rocket RDE
technology.
Design/methodology/approach – It presents the key project iterations made during the design of the gaseous oxygen and methane-propelled
rocket. One of the main goals was to develop a rocket that could be fully recoverable. The recovery module uses a parachute assembly. The paper
describes the rocket’s main subsystems. Moreover, vehicle visualizations are presented. Simple performance estimations are also shown.
Findings – This paper shows that the development of a small, open-structure, rocket RDE-powered vehicle is feasible.
Research limitations/implications – Flight propulsion system experimentation is on-going. However, first tests were conducted with lower
propellant feeding pressures than required for the first launch.
Practical implications – Importantly, the vehicle can be a test platform for a variety of technologies. The rocket’s possible further development,
including educational use, is proposed.
Originality/value – Up-to-date, no information about any flying vehicles using RDE propulsion systems can be found. If successful in-flight
experimentation was conducted, it would be a major milestone in the development of next-generation propulsion systems.
Keywords CDWE, Continuous detonation wave engine, Detonation, RDE, Rocket design, Rotating detonation engine
Paper type Research paper

Introduction conducted in the Soviet Union by Voitsekhovskii et al. (1963).

Detailed descriptions of historical technical applications of
Deflagration has been used in aerospace engines since the very
detonation can be found in a monograph by Wolanski (2012)
beginning of their development. Detonation was first
and work of Braun (2012). Pulsed detonation engines and
described during the end of the nineteenth century by
rotating detonation engines (RDEs) are considered perspective
Berthelot, Vieille, Mallard and Le Chatelier (Wolanski, 2011).
propulsion systems. Both types have been intensively
First important detonation mechanisms were presented in
investigated in recent years. Numerical and experimental
1900 by Chapman and Jouguet (Wolanski, 2011). It was
research is on-going at the Institute of Heat Engineering at
primarily not considered for rocket propulsion use. However,
its advantages were noticed by Nicholls and Cullen (1964),
who described the possibility of utilizing detonative
combustion systems. Moreover, first experimental research on This work is based on results of a joint project by the Space Technology
pulsed detonation engines was done. Meanwhile, Adamson Department of the Institute of Aviation and the Division of Aircraft
Engines of the Institute of Heat Engineering of Warsaw University of
and Olsson (1967) focused on the use of the rotating
Technology (WUT) with a role played by the members of the Students’
detonation phenomenon. Research on this topic was also Rocketry Group of the WUT Students’ Space Association. The project is
an element of the SSRP. It was developed thanks to the funding by the
Institute of Aviation and Institute of Heat Engineering of Warsaw
University of Technology. Valuable help was given by colleagues from both
The current issue and full text archive of this journal is available on
institutions. In particular, great support was provided by Bartkowiak,
Emerald Insight at: [Link]/[Link]
Sobczak and Kublik. The authors would also like to thank all of the
members of the SSRP, who committed to the development of the rocket
RDE technology demonstrator.

Aircraft Engineering and Aerospace Technology: An International Journal Received 13 July 2014
88/4 (2016) 480 –491 Revised 25 March 2015
© Emerald Group Publishing Limited [ISSN 1748-8842] 7 April 2015
[DOI 10.1108/AEAT-07-2014-0106] Accepted 7 April 2015

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Warsaw University of Technology and at the Institute of vehicle will have an annular thrust chamber, where a rotating
Aviation in Poland (Folusiak, 2013; Swiderski, 2013). Both type detonation will be continuously propagating. Propulsion
rocket and turbine RDEs are being developed. In Japan, a systems of this type are also known as continuous wave
pulsed detonation test rocket is being constructed and ground detonation engines. This concept allows rocket engine
tested (JAXA, 2013). RDE numerical analyses were also made downsizing because the combustion and heat release region is
(Hayashi et al., 2009), and tests were conducted in small, and the flame propagation velocities are very high.
cooperation with Warsaw University of Technology (Wolanski Having no moving parts, the propulsion system is simple to
et al., 2005). The US Patent of Tobita et al. (2005) was issued, control. Moreover, the thermodynamic cycle efficiency is
forwarded by a Japanese patent. Research on RDEs was done higher than for deflagration. The main goal of the vehicle
by CNES in France (Lentsch et al., 2005) and by Falempin would be to enable reaching a higher technology readiness
(2008), as well as by Davidienko et al. (2009) with MBDA. level of RDE. No knowledge of any existing vehicle of this type
This perspective propulsion system is to be used in the MBDA worldwide was a further motivation. The project, being a part
Perseus missile (MBDA, 2013), which is planned to be of the indigenously developed Small Sounding Rocket
introduced around year 2030. Experimentation is being Program (SSRP) (Okninski et al., 2015), was started at the
continued in Russia (Bykovskii and Vedernikov, 2008) and in Warsaw University of Technology and Institute of Aviation in
the USA (Wilson and Lu, 2011; Brothy and Paxson, 2014). Poland in October 2012. A simple, reusable rocket design was
Research on RDEs is also conducted in China (Liu et al., assumed. No need to largely expand the existing technical
2012) and Singapore (Yi et al., 2011). facilities was a key requirement for the system. Enabling easy
The need for advanced high performance rocket propulsion testing with access to the rocket’s interior components was
systems can be seen. Figure 1 presents the change of also found essential. Other requirements included: low cost of
vacuum-specific impulse of propulsion systems used in space the project and possibility of using the rocket as a future test
vehicles, since 1940. It was prepared using launch vehicle data platform for small scale experimentation (Okninski, 2013).
from literature: (Isakowitz et al., 2004; Leitenberger, 2009a,
2009b, 2010). Mission
It can be seen that both solid and liquid propellant engines did The planned mission is presented in Figure 2. After reaching the
not achieve major performance advances during the past 50 maximum altitude, a parachute recovery system will be deployed.
years. In terms of liquid propellants, the same combinations of Flight data will be gathered after the vehicle touchdown thanks to
oxidizers and fuels are used, and higher specific impulses are the the on-board computer data acquisition system.
result of slightly better designs using new materials and higher
thrust chamber pressures. Solid rocket motors are usually not Vehicle configuration considerations
considered for propulsion systems, where very high performance During the concept phase of the project, a study of existing small
is the key parameter. Improvements in propellant manufacturing sounding rockets and technology demonstrators was conducted.
technologies enable using less binder and including high energy Structure configurations investigated are shown in Figure 3.
compounds. However, advances in the field of solid rocket One of the ideas was to utilize a modular rocket design using
motors are not large either. This led to considering other aluminium alloy compartments. Connections of elements to
propulsion systems and rediscovering older ideas in the past two the rocket structure could look as presented in Figure 3(a).
decades. There are numerous methods of connecting modules.
The first solution, presented in Figure 3(b), enables making
Rotating detonation engine rocket changes of the rocket’s construction and subsystem location very
easily. One additional simple element is required for each new
Recent developments in Poland led to a proposal of building a
module introduction. This solution is used in a number of
flying RDE powered rocket, given by Wolanski. Its main idea
vehicles developed during the SSRP. In Figure 3(c), module
is based on the US patent by Tobita et al. (2005). Such a
connection with no extra elements that need to be manufactured
is shown. This method requires turning thick-walled cylinders
Figure 1 Trends in chemical rocket propulsion performance

Figure 2 RDE rocket mission

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Figure 3 Possible rocket modules and their connection

and is more expensive. It is, however, flight-proven on numerous a monolithic composite independent body would also ease
small rockets, including sounding rockets, such as Rexus prelaunch operations. Using a body tube would eliminate the
(Persson et al., 2007), and many military designs. The location of need to manufacture heavier elements with metal joints.
screws gives also a slightly better aerodynamic performance of the Moreover, subsystems can be easily attached to bulkheads. One
vehicle. New modules can be easily added, whereas the whole of the disadvantages of such a configuration is a larger number of
construction has good stiffness. Another idea was to use an elements; however, the structure remains simple and loads and
aluminium alloy internal structure consisting of bulkheads and stresses can be easily analysed. In case of plans to use a composite
stringers with a composite skin, as presented in Figure 3(d). stringer bulkhead structure, cost would peak.
Subsystems would be connected to the rocket’s bulkheads. This
kind of structure allows easy access to the vehicle subsystems Aerodynamics
during assembly and testing. Moreover, a lighter skin can be Aerodynamic calculations were performed. A simplified 3D
manufactured. This configuration was used in very simple test rocket model made in CATIA, based on the configuration
designs developed during the early phase of the SSRP. However, presented in Figure 4, was used. Mesh was prepared in
in the application discussed, the use of stringers increases the
rocket’s diameter because of fixed sizes of off-the-shelf propellant Figure 4 Primary vehicle exterior design
tanks. In comparison with the modular design approach, the
stinger-bulkhead structure may also force the need to conduct
full disassembles of the rocket during construction changes
(Okninski, 2013). Other structure configurations, as for example
geodetic structures, were not seriously considered for
applications in the project because of high manufacturing costs.
The ultimate design has a stringer-bulkhead structure. It enables
performing easier strength calculations because of the possibility
of assigning certain loads to specific elements of the structure.
However, many mechanical configurations were still possible.
The number of bulkheads had to be optimized. Easier access to
rocket interior components can be possible when running
on-ground experimentation without the rocket’s body skin. Such

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Gambit software, whereas calculations were made using locations in the vehicle were not considered not to shift the
ANSYS Fluent. Tetrahedral cells were used for simplicity. An center of gravity (CG) excessively downward.
ideal gas model was chosen and the Spalart-Allmaras
Configuration A – locating the parachute above the electronics, both
turbulence model was utilized. The results obtained during
above the main structure, under the rocket nosecone
this simple analyses were also calculated using experimental
Such a configuration is a well-known solution for recovery
formulas for determining rocket aerodynamic coefficients.
system positioning in small vehicles. One parachute can be
Values of drag coefficients for different Mach numbers for two
used. The CG can be located high, and, in case of the RDE
angles of attack (AoA) are presented in Figure 5. They are
rocket parachutes and electronics, do not block access to the
relatively high, but, because of very low velocities during the
opening and filling valves. However, because of the need of
RDE flight, the geometry was not optimized. For an AoA of
pressure build-up in the rocket upper body, this configuration
5°, drag coefficients (cd) are in average 66 per cent higher than
has a larger launch mass compared to other solutions. It also
those for a null AoA when the Mach numbers between 0.1 and
makes the overall body length larger increasing drag.
0.9 are considered. This result is within a commonly expected
range. For comparison, for the V-2 German rocket vehicle, an Configuration B – locating parachutes and electronics between
increase of over 50 per cent could be seen (Sutton and Biblarz, propellant tanks
2010). Although RDE rocket flight velocity is expected not to Instead of one large parachute, two or three smaller ones could
exceed 0.2 Mach, drag coefficient characteristics of the vehicle be used and be located around the main oxygen-feeding
for high subsonic velocities are presented. They may be useful system. Parachute expulsion would be done radially. Using a
during further experimentation, including tests of vehicles larger number of parachutes requires a more complex system.
with other propulsion systems. The presented drag coefficient Moreover, they may hinder launch operations because of their
cd(M) plot is slightly descending for Mach numbers below positioning next to the valves. Parachutes should be located in
0.7; however, a beginning of cd rise for over Mach 0.8 can be separate containers that would separate the recovery system
seen because of the occurrence of local transonic effects. Some from the opening valve subsystem. To maintain low launch
inaccuracy can be present because for both AoA, the same mass, the containers shall be made from composite materials;
calculation grid was used. thus, new moulds would be required. This configuration has
What is notable, it was decided that the ultimate rocket will however many advantages, such as reducing the total length
not have a skin on most of its structure. This is because of the and mass of the vehicle. The electronics bay structure can be
fact that because of very low speed of flight, aerodynamic smaller and lighter than if located in the rocket’s nosecone
losses will be smaller than the gains from lowering the rocket’s because of the possibility of using stringers as its elements. In
launch mass. Gravity forces were found higher then drag. case of a failure of the recovery system, the flight computer
Vehicle’s final configuration is presented in Figure 6. may survive because it is not located near the nosecone.
Parachutes can be attached to the main structure in a simple
way, near the vehicle’s CG. Only the mass of the parachute
Rocket configuration analysis
assembly is expulsed (without the nosecone and electronics)
The planned launch is devoted to in-flight propulsion system
that enables lowering the recovery loads. This configuration
testing; thus, a minimal amount of payload will be taken
would require expulsion of parachutes next to the oxygen
on-board of the vehicle during its first mission. To minimize
feeding line and electronics. Because of safety issues, spring
launch mass, special focus was given to the mechanical
expulsion would be favoured over pyrotechnical devices.
configuration of the rocket. Apart from the main structure and
propulsion system, the rocket consists of a parachute recovery Configuration C – locating electronics in the nosecone and the
system and a flight computer. The determination of the parachute assembly between propellant tanks
number of parachutes was essential. Electronics and the This configuration does not require nosecone separation to
recovery system are studied together because of the necessary expulse the parachute. It has similar advantages as
electrical connection between them. A few possibilities were configuration B. Its disadvantage is that locating the on-board
investigated in detail. In general, both electronics and the computer in the nosecone makes it exposed to mechanical
parachute assembly may be located above the tanks or damage in case of a recovery system failure. However, this
between them. All such configurations were studied. Lower configuration allows locating the center of gravity of the rocket

Figure 5 CFD drag coefficient calculations results for the initial rocket design

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Figure 6 Final vehicle exterior design Figure 8 Vehicle after assembly – configuration “D”

higher than in configuration B, which enables fin size

reduction and correspondingly lowering launch mass.
Configuration D – locating electronics between propellant tanks and
the parachute assembly under the nosecone
In comparison with configuration A, this configuration keeps
the electronics safer during recovery. However, it causes a
small downward shift of the CG. Locating electronics further
from the rocket’s nosecone may reduce the risk of flight
computer damage during recovery. This configuration is
presented in Figures 7 and 8. The body element containing
the parachute is supported by the stringer-bulkhead structure
at its lower end.

Figure 7 Vehicle “D” configuration

Configuration D was chosen as the ultimate one. This is

because of experience of the team in developing such systems
(Okninski et al., 2015) and the possibility of shorter launch
campaign preparation. A comparison of CG shifts during
flight for all of the proposed versions of the rocket is presented
in Figure 9. The change of CG location during flight is
negligible. This occurs because, due to the small size of the
rocket and the usage of gaseous fuel and oxidizer, only 6 per
cent of the vehicle’s launch mass are propellants. Their CG is
located nearly in the same place as the CG of the propulsion
system with the rocket’s structure.

Payload, electronics, recovery systems

A simple on-board computer controls the recovery system and
is responsible for data acquisition. Flight path data and
meteorological atmospheric parameters will be collected.
Because of low altitude testing and budget limits, no real-time
downlink data transfer is planned. Such research has been
however initiated for future vehicles (Okninski et al., 2015).
Apart from the computer, an on-board camera will record
footage during launch and flight. The recovery system uses a
cross-shaped Rocketman parachute for amateur rocketry

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Figure 9 CG location and rocket size (configuration) Figure 11 Amelia 2 parachute recovery

applications. Such a parachute configuration is stable despite

not having a central hole. Its equivalent diameter is 3 m. This
size was chosen to achieve a descent rate of about 5 m/s. The
parachute is expulsed pyrotechnically through the body tube,
pushing out the rocket nosecone, which is recovered with the
main body. First ground tests were conducted at the Institute
of Aviation by Okninski and Bartkowiak. During flight, the
moment of recovery initiation is defined by the on-board
computer. It will be launched at the highest point of the
rocket’s trajectory.
Both data and video acquisition were successfully tested
during earlier SSRP phases, during flights of Amelia 1 and
Amelia 2 test rockets. The same flight computer as in Amelia
2 will be used in the RDE vehicle. In Figures 10 and 11

Figure 10 Caption from Amelia 2 test vehicle flight

experimentation done during an October 2014 flight of

Amelia 2 is shown. This similar-sized vehicle also used a
cross-type parachute, being expulsed as in the RDE vehicle
from under the rocket’s nosecone. The small object visible in
Figure 11 under the descending rocket is its nosecone.
The caption presented in Figure 10 is a frame from the
video recorded by the on-board camera. The camera
subsystem was designed and prepared for flight by Sochacki,
whereas the recovery system was assembled before flight
by Marciniak. Therefore, necessary technical feasibility,
maintaining the low-cost approach, was demonstrated.
A one-step opening recovery system was designed. Forces
from rapid change of parachute active area at high velocities
were taken into consideration. Also, the force causing the
change of velocity in the parachute mass from the speed at the
moment of rope full reel off to the speed of the falling rocket
was considered. Both opening and snatch forces where
calculated using formulas found in state-of-the-art literature
(Knacke, 1991; Berndt et al., 1956). The opening force was

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calculated using the Pflanz method with a ballistic coefficient The carbon fibre reinforced plastic (CFRP) rocket nose has
correction because of a small parachute load. The general an ellipsoid shape cross-section. The length/diameter ratio is
formula for the opening force is therefore: 1.5 because of very low velocities of flight. The nose
manufacturing process was done in a Prolab mould. Sheet
1 carbon fabric and an aerospace epoxy system were used. The
Fo ⫽ C X␳SV2 (1)
2 x tip of the nosecone is made out of brass because of its high
density and ease of manufacturing. In one of the earlier design
Where, iterations (configuration C), where the on-board computer
Cx [-] ⫽ parachute steady-state drag coefficient for the was located in the nosecone, a special impact protection
equivalent diameter; device was proposed to save the electronics in cause of
X [-] ⫽ opening force reduction factor used due to non- recovery failure. This simple element was originally developed
instant parachute opening; at Warsaw University of Technology by Lindstedt and
␳ [kg/m3] ⫽ local atmospheric density; Rodzewicz (2010) for glider application and is based on a
S [m2] ⫽ parachute reference surface area; and composite tube enabling impact energy accumulation. A
V [m/s] ⫽ velocity of rocket at recovery initiation. thin-walled structure should be utilized to ensure that
deformation of the introduced element begins for relatively
The opening force reduction factor is a function of the low forces, and, therefore, acceptable g-forces occur during
so-called ballistic parameter, which it is a function of impact (Ochelski, 2010). To prevent buckling, a small hole is
parachute dimensions, mass, recovery conditions, as well as drilled in the composite thin-walled tube. It also enables
canopy filling time. This interval can be estimated as: obtaining a predictable tube deformation characteristic during
impact. However, in the ultimate variant of configuration C,
ND
t⫽ (2) the impact energy accumulation element was removed
V
because of the need to conduct intensive test campaigns to size
Where, the composite tube and the energy absorption initiation hole.
Its removal allowed a small mass decrease of the vehicle.
D [m] ⫽ parachute equivalent diameter; and
N [-] ⫽ ratio of the distance between the rocket and the
plane of the canopy’s bottom and the parachute’s Loads, construction materials
equivalent diameter. Load calculations showed that the most important factors
contributing to structure sizing are ground handling loads.
The snatch force was determined using a method given by Flight loads are almost an order lower than the possible
Berndt et al. (1956). The following formula was utilized: ground loads. This is because of the fact that the maximum
speed of the vehicle will not be higher than 70 m/s.

冋(r␧⫹l nF1)⌬E册
r
Aeroelasticity phenomena were found not to be a threat. For
Fs ⫽ nFB1 r⫹1
(3)
B s B1 subsonic flows body divergence and bucking do not occur
(Bisplinghoff et al., 2013), whereas fin divergence takes place
Where, for higher flight speeds than flutter. A calculation of the
r [-] ⫽ coefficient of parachute ribbon elongation velocity enabling flutter occurrence using National Advisory
characteristic (r ⫽ 1 for linear); Committee for Aeronautics semi-empirical correlations
N [-] ⫽ number of ribbons; (Martin, 1958) gave a result of 240 m/s. This was obtained
FB1 [N] ⫽ maximum force per ribbon; assuming a reduced thickness of the fin (not considering the
⌬E [J] ⫽ amount of energy accumulated during snatch stiffness of its interior layer, but just the basalt fibre reinforced
transient; plastic lining). Moreover, the lowest expected stiffness of the
␧b [-] ⫽ maximum relative ribbon elongation; manufactured composite was implemented. Despite such
Ls [m] ⫽ length of ribbon; assumptions, the calculated velocity is well above the planned
ml [kg] ⫽ mass of rocket without the expulsed parachute maximum velocity of the rocket. Therefore, this was enough
assembly at the moment of recovery initiation; to eliminate further aeroelasticity analyses. To simplify the
Mp [kg] ⫽ parachute assembly mass; and design, vibrations were not taken into account because of their
⌬V [m/s] ⫽ maximum difference of parachute and vehicle relatively low significance for RDE, unlike for PDE (Lu and
body velocities – conservatively it was Braun, 2014). Safety factors between 1.5 and 3.0 were defined
assumed as equal to the velocity of the rocket for most of the rocket’s elements. The finite element method
during parachute expulsion. was used during element design. Analytical methods of
determining loads were utilized (Kurow and Dolzanski, 1964;
The accumulated energy can be estimated as: Siniukow and Morozow, 1972; Chin, 1961; Fleeman, 2006).
The recovery module’s body was manufactured from CFRP.
ml · mp ⌬V2 This compartment is not open-structured because of the need
⌬E ⫽ (4)
ml ⫹ mp 2 to achieve pressure build-up for the pyrotechnical based
recovery system. As mentioned, the rocket fins have a
Using the described methodologies, the opening force was sandwich composite structure. The interior is made from balsa
found to have a maximum worst scenario value of 1,650 N, wood. Fins are attached to the main structure with aluminium
being 27 per cent higher than the determined snatch force. alloy components and screw joints. Three fins stabilize the

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rocket aerodynamically. The speed of the vehicle at the tip of Figure 12 SSRP launch pad
the launch tower rail is to exceed 15 m/s. The minimum
stability margin is over 1.5 caliber. These values were based on
previously flown test rockets. For such low-velocity flight and
negligible change in the location of the rocket’s CG, no
detailed stability analyses were required. For comparison, a
different technology demonstrator – the NASA aerospike
nozzle test-vehicle – had a 2 caliber static margin at launch
(Bui et al., 2005). The rocket reached substantially higher
velocities and had significant CG and centre of pressure (CP)
shifts. The approximate location of the RDE technology
demonstrator – CP – was estimated using the Barrowman
method (Barrowman and Barrowman, 1966). The rocket has
a total launch mass of 9.5 kg.

Launch operations
The launch of the rocket will be done at one of the Polish
Military Test Ranges. The launch pad was developed during
the SSRP at the Warsaw University of Technology by the
Rocketry Group of the Students’ Space Association
(Kaniewski, 2012). It is presented in Figure 12. It was tested
with a number of smaller rockets. Launches of test rockets
with different thrust curve types and masses, varying from 1 kg
to masses exceeding the mass of the RDE Rocket, took place
proving the safe use of the new tower.

Propulsion system
The RDE was designed by Kindracki at Warsaw University of
Technology. It uses gaseous oxygen and methane as
propellants. It is however notable that liquid propellants were
already investigated and tested at Warsaw University of
Technology (Kindracki, 2012, 2013, 2014). Experience
gained during numerous tests of gaseous propellants gained by
Kindracki was one of the main reasons why these particular
propellants were chosen. The designed engine’s thrust curve is
regressive. Propellants are pressure fed in a blowdown mode.
For simplicity, two tanks of the same size were chosen for the
oxidizer and fuel. Kevlar-based 3-liter composite tanks were
purchased. They are compatible with various oxidizers
because of their internal coating. The engine prepared for
launch uses over 0.5 kg of propellants. As known, the rotating
detonation phenomenon is more likely to occur near the blowdown of methane to a pressure of 1 bar occurs. The mass
boundaries of the O/F steady combustion interval. The finally flow of excessive oxygen present after the end of engine firing
selected nominal O/F is 1.6. Chamber design pressure at is assumed not to influence the rocket’s trajectory (the outflow
engine start is 10 bar, which gives an ideal maximum specific of this small amount of mass generates low thrust). Because of
impulse of 2,119 m/s for sea level expansion (Folusiak, 2012). its availability, a short launch rail of 6 m was assumed. A
The ideal performance of the propulsion system was plotted launch angle of 85° was chosen. Because of stability
by Okninski and is presented in Figure 13. Different firing requirements, the minimum end-of-launch-rail velocity must
durations can be obtained when different flow restrictors are be reached. Moreover, the rocket was designed for a
utilized. maximum thrust of 500 N. As for delivered specific impulse
Detonation engines of thrusts over 300 N using gaseous (Isp), for non-optimized propulsion systems, the value of
oxygen and methane were successfully test fired at Warsaw specific impulse does not exceed 92 per cent of its theoretical
University of Technology (Kindracki et al., 2011). Such thrust value (Sutton and Biblarz, 2010). These requirements and
during launch will enable conducting a successful flight. conditions are visualized in Figure 14, giving a performance
Figure 14 presents results of a sensitivity study concerning the envelope which is crosshatched. Several unknowns can be
feasibility of launch depending on the propulsion system pointed out discussing Isp predictions of detonative engines.
performance. Of course propulsion system design was carried Notably, the introduction of an ablative layer in the chamber
out earlier, however, the following analysis gives a good insight complicates modeling. Thus, a relatively wide range of Isp
into the necessary propulsion system performance during its efficiencies that would enable a successful flight are desirable.
flight. Time of combustion is the time during which A firing time of 4.4 s was selected. It is notable that such a

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Figure 13 Propulsion system ideal performance for blowdown mode (time of combustion)

Figure 14 Rocket performance envelope

duration corresponds to the widest range of acceptable Isp Figure 15 Thrust chamber configuration
efficiencies that are under 92 per cent. For demonstration
purposes and launch stability issues, an Isp efficiency as low as
72 per cent is acceptable.
The thrust chamber assembly is made mainly from steel and
aluminium alloy components. The oxygen manifold is
supplied with two gaseous oxygen feeding lines to have a more
uniform pressure distribution. Methane flows into its manifold
through one centrally located tubing element. Impinging jet
injectors are used. This approach has been successfully used
by Kindracki. The propellant feed opening valves are
launched pyrotechnically. Electromagnetic high pressure
valves were not chosen because of low-cost project
requirements. Three pyrotechnical devices were designed by
Bartkowiak, Sobczak and Surmacz and tested before the final
selection. Most of the remaining elements of the feed system
are off-the-shelf products. Detonation initiation is done
directly in the combustion chamber with a radially located
electrically fired pyrotechnical primer manufactured by
Rarata. A simplified draft of the selected configuration of the
thrust chamber is presented in Figure 15.
It is based on extensive test data obtained by Kindracki.
First tests were done with lower tank pressures (approximately Conclusion
20 bar instead of 100 bar). Comparisons of pressures Since the beginning of the design phase in late 2012, the
measured in the propellant feed lines matched the rocket was assembled and further technology maturation is
calculations. Thrust was measured. An ionization probe to on-going. Being also an education-orientated project, it
determine the occurrence of the rotating detonation enabled a swift transformation of supporting students into
phenomenon was introduced by Kindracki. Propulsion system aerospace engineers. Although up-to-date no attempt of RDE
tests were carried out in the second half of 2013 at the large rocket launch was done, the project team gained further
stationary test stand at the institute of Aviation. This facility is experience in the field of launching technical demonstrators
shown in Figure 16, and a caption from one of the first through work in the SSRP. Since the beginning of the RDE
successful hot firings of the engine with low feeding pressures demonstrator project, five launches of similar size rockets were
is presented in Figure 17. completed. As of 2015, verification of the vehicle design

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Adam Okninski, Jan Kindracki and Piotr Wolanski Volume 88 · Number 4 · 2016 · 480 –491

Figure 16 Institute of aviation large rocket test stand flight chamber, can be used effectively. Up-to-date only short
duration firings with sufficient thrust were demonstrated with
uncooled combustion chambers; thus, research on heat transfer
is essential. Although in principle available thick-walled
laboratory engines could propel the built rocket to altitudes of
several dozen meters, this approach was not considered
because of the non-flight-like configuration of such a vehicle
and, therefore, significantly lower demonstration impact.
Apart from proving detonation engine flight capabilities, the
project may enable cheap low altitude testing of other
low-thrust experimental rocket propulsion systems being
under development. Some advanced propulsion systems are
tested as part of the SSRP (Okninski et al., 2015) and other
R&D programs of the Institute of Aviation and Warsaw
University of Technology. These include hybrid and
bipropellant rocket engines, using green propellants with 98
per cent hydrogen peroxide as oxidizer (Okninski et al., 2014).
Moreover, the rocket can be used to perform launches of
CanSat-standard educational payloads. Such applications will
be however seriously considered after the end of the RDE
flight program. The fact that the RDE rocket is to be mainly
laboratory tested led to the use of an open structure
configuration. The rocket with no body-skin on most of its
Figure 17 RDE hot firing (test caption obtained by Kublik) length is to achieve flight velocities below 70 m/s resulting in
practically no impact of the high drag coefficient on the
achieved altitude. The rocket flight-ceiling is not a serious
concern because the main goal is to achieve technology
maturation through in-flight operation demonstration
maintaining vehicle visibility during its recovery. Possibly
allowing the achievement of a milestone in detonative
propulsion, the rocket will give requisite information about
in-flight rocket RDE performance.

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Elements, 8th ed., John Wiley and Sons, NJ.
Swiderski, K. (2013), “Numerical modelling of the rotating Adam Okninski is a Graduate of the Faculty of Power and
detonation combustion chamber”, PhD thesis, Warsaw Aeronautical Engineering of Warsaw University of Technology.
University of Technology. Since 2012, he has been employed at the Center of Space
Tobita, A., Fujiwara, T. and Wolanski, P. (2005), Technologies of the Institute of Aviation in Warsaw. Being a
“Detonation engine and flying object provided therewith”, Master of Science in Aerospace Propulsion, he is dedicated to
US Patent 7784267 B2. development of rocket propulsion systems and vehicles. He
Voitsekhovskii, B., Mitrofanov, V. and Topchiyan, M. (1963), works on hydrogen peroxide bipropellant systems, as well as
Structure of the detonation Front in Gases, Izdatielstvo SO AN composite-structure solid rocket motors. He is involved in the
SSSR, Novosibirsk (in Russian). Polish Small Sounding Rocket Program and is the author of
Wilson, D. and Lu, F. (2011), “Summary of recent research in many vehicle configurations currently under development.
detonation wave engines at UTA”, 2011 International Adam Okninski is the corresponding author and can be
Workshop on Detonation for Propulsion, 14-15 November, contacted at: [Link]@[Link]
Busan.
Wolanski, P. (2011), “Detonation engines”, Journal of Jan Kindracki is an Associate Professor, working at the
KONES Powertrain and Transport, Vol. 18 No. 3. Institute of Heat Engineering at Warsaw University of
Wolanski, P. (2012), “Detonative propulsion”, Proceedings of Technology. Having a PhD in Mechanical Engineering, he
the Combustion Institute, Elsevier, pp. 1-34. works on rocket and turbine detonative engines. His recent
Wolanski, P., Kindracki, J., Fujiwara, T., Oka, Y. and projects are in the field of advanced low-thrust chemical space
Shima-uchi, K. (2005), “An experimental study of rotating propulsion systems
detonation engine”, presented at the 20th International Professor Piotr Wolanski is a Graduate of the Faculty of
Colloquium on the Dynamics of Explosions and Reactive Power and Aeronautical Engineering of Warsaw University of
Systems, Montreal. Technology. Developing various rocket propulsion technologies,
Yi, T.-H., Lou, J., Turangan, C., Choi, J.Y. and Wolanski, P.
he is the author of more than 200 scientific publications in:
(2011), “Propulsive performance of a continuously rotating
English, Polish, Russian and Chinese. Working on explosion
detonation engine”, Journal of Propulsion and Power, Vol. 27
and detonation phenomena, he is the recipient of the A.K.
No. 1, pp. 171-181.
Oppenheim Prize. Being a former Dean of the Faculty
of Power and Aeronautical Engineering of Warsaw University
Further reading of Technology, he has also been the Head of Division of
Kindracki, J. (2012), “Experimental study of initiation Aircraft’s Engines of the Institute of Heat Engineering for over
detonation in liquid kerosene – gaseous oxidizer mixture”, 30 years.

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